Management of a fleet of electrically motorized vehicles

ABSTRACT

A system, method, and device for operations of an electrically motorized vehicle. The vehicle can utilize an electrically motorized wheel to convert a non-motorized wheeled vehicle to an electrically motorized wheeled vehicle. A method of analyzing a fleet of vehicles, each of the vehicles including the device of the electrically motorized wheel includes receiving data from each device of the respective plurality of electrically motorized wheels within a fleet of vehicles and utilizing the data to facilitate tracking at least one vehicle within the fleet.

This application is a continuation of U.S. patent application havingSer. No. 14/678,855 filed Apr. 3, 2015.

U.S. patent application Ser. No. 14/678,855 filed Apr. 3, 2015 claimspriority to United States Provisional Patent Application having Ser. No.61/975,658 filed Apr. 4, 2014; U.S. Provisional Patent Application Ser.No. 62/083,851 filed Nov. 24, 2014; and U.S. Provisional PatentApplication Ser. No. 62/092,243 filed Dec. 15, 2014.

Each of the above applications is hereby incorporated by reference inits entirety.

BACKGROUND

The disclosure relates to electrically motorized wheels, and moreparticularly to an electrically motorized wheel to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the wheel on the vehicle.

There are many wheeled vehicles driven or moved by human power, such asbicycles, wheelchairs, wagons, trailers, carts, rolling tables, pushlawnmowers, wheelbarrows, etc. Current electric conversion kits forvehicles such as bicycles generally include a relatively large, bulkybattery pack, a control system, and an electric motor that areseparately mounted on different parts of the bicycle, such as the frame,the handlebars, and the forks. As the components are separated, a wiringharness provides electrical power from the battery pack to the electricmotor and operates as a conduit for signals from the control systems.Installation of such systems may be complex and time consuming,typically requiring a variety of tools and a multi-step process.

SUMMARY

A method of analyzing a fleet of vehicles, each of the vehiclesincluding a device of an electrically motorized wheel for converting thevehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel, the method according to one disclosednon-limiting embodiment of the present disclosure can include receivingdata from each device of the respective plurality of electricallymotorized wheels within a fleet of vehicles; and utilizing the data tofacilitate tracking at least one vehicle within the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of each vehiclewithin the fleet includes optimizing a route for the at least onevehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes optimizing a schedule for the at leastone vehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes estimating a delivery time for the atleast one vehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 1, wherein to facilitate operation of at leastone vehicle within the fleet includes optimizing a route for eachvehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of each vehiclewithin the fleet includes optimizing a schedule for each vehicle in thefleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes estimating a delivery time for eachvehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include analyzing data from each device of each of theplurality of electrically motorized wheels within the fleet includesanalyzing at least one of a user fitness level, terrain covered duringcurrent excursion, elevation change, level of assistance alreadyprovided, remaining battery life, current location, and terrain.

A data analysis system for a fleet of vehicles, each of the vehiclesincluding a device of an electrically motorized wheel for converting avehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel, the data analysis, according to onedisclosed non-limiting embodiment of the present disclosure can includea server in communication with each device of each of a plurality ofelectrically motorized wheels, the server operable to analyze data fromeach of the devices of the electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes at least one of a userfitness level, terrain covered during current excursion, elevationchange, level of assistance already provided, remaining battery life,current location, and terrain.

A fleet management system for monitoring a plurality of devices eachassociated with one of a plurality of electrically motorized wheels forconverting vehicles to electrically motorized vehicles via installationof the electrically motorized wheels, the fleet management systemaccording to one disclosed non-limiting embodiment of the presentdisclosure can include a server in communication with each device ofeach of the plurality of electrically motorized wheels; an electronicdata storage structure for storing data communicated from each theplurality of devices; and a fleet management module in communicationwith the server and the electronic data storage structure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least operating version of theelectrically motorized wheels wherein the operating version is utilizedby the fleet management module to coordinate an application on each ofthe plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least one of a user destination, acurrent location, and available battery life which are utilized by thefleet management module to coordinate route planning for the pluralityof electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least one of wheel speed over time,accelerations, motor assistance and resistance, routing, wheel sensordata, and temperature data which are utilized by the fleet managementmodule to perform a meta-analysis of the provided data to optimize longterm fleet routing.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to evaluate a user efficiency of each user of each of the pluralityof electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to evaluate operation of each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to track a location of each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to track a battery charge for each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module is operableto generate aggregated data from the plurality of devices of theplurality of electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the aggregated data provides a summaryassociated with the fleet.

A device of an electrically motorized wheel to convert a non-motorizedvehicle into a motorized vehicle by installation of the electricallymotorized wheel. The device may be configured with control, motor, andenergy storage components contained in an aerodynamic hub shell assemblyto avoid the heretofore requirements of a separate wiring harness,separate battery pack, and complex installation associated therewith.The device may include a variety of sensing, processing, datacollection, networking, and other computing capabilities that facilitateservice as an intelligent platform for collecting, processing, andtransmitting information about the wheel, its environment, and its userto thereby permit the electrically motorized wheel, its vehicle, itsuser, and third parties to benefit from a wide range of operationalmodes, control capabilities, applications, features, and such like.

A control system for a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the systemaccording to one disclosed non-limiting embodiment of the presentdisclosure can include an application module operable to execute acontrol algorithm that manages operation of the device; and a bootloader module in communication with the application module, the bootloader module operable to update the application module in response to avalidity of the application module.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the application module and the bootloader module are in communication with a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the communication with the mobile deviceis wireless.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the validity of the application moduleis determined based on the version of the application module currentlyinstalled.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is in communicationwith a remote application data server to determine whether a versionnumber of the application module is the most recent version.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device prompts a user inresponse to the application module not being the most recent version.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user is not prompted when at leastone of the following conditions is true: battery charge on the mobiledevice is below a predetermined level, signal strength below apredetermined level, lack of a Wi-Fi connection, device state of chargeis below a certain level, and device is not connected to a charger.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device downloads the mostrecent version of the application in response to a positive userresponse.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device will command the bootloader module to execute in response to a successful download of themost recent version of the application.

A method of updating a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to one disclosed non-limiting embodiment of the presentdisclosure can include updating an application module in response to anindication of the state of validity of the application module inresponse to start-up of the electrically motorized vehicle, theapplication module operable to execute a control algorithm that managesoperation of the device of the electrically motorized vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein updating the application module inresponse to the validity of the application module is initiated by amobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein updating the application module inresponse to the validity of the application module is initiated by auser command.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include updating via a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include providing communication between the mobile deviceand a remote server to determine whether a version number of theapplication module is the most recent version.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include prompting a user via the mobile device inresponse to the application module not being the most recent version.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein updating the application module includesencrypting the communication thereof.

A method for remote diagnosis of a device of an electrically motorizedwheel for converting a non-motorized vehicle to an electricallymotorized vehicle via installation of the electrically motorized wheel,the method according to one disclosed non-limiting embodiment of thepresent disclosure can include receiving operational data from a sensorsystem of the device; and analyzing the operational data to determine ifa diagnostic event has occurred.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes acceleration dataindicative of an impact.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes temperature dataassociated with operation of an electric motor of the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes temperature dataassociated with operation of a battery system of the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include receiving the data via a mobile device associatedwith the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, communicating the data via the mobile device ata predetermined frequency interval.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes software and hardwareversion numbers for the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes hazard indicators forthe electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes system response data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes system fault data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes sensor data that isused for controlling the vehicle.

A method for remote diagnosis of a device for an electrically motorizedwheel for converting a non-motorized vehicle to an electricallymotorized vehicle via installation of the electrically motorized wheel,the method according to one disclosed non-limiting embodiment of thepresent disclosure can include receiving operational data from a sensorsystem of the device; and analyzing the operational data to identify anevent associated with operation of the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data facilitates servicing of thedevice.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include receiving the data via a mobile device associatedwith the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, communicating the data via the mobile device inresponse to a service call.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes software and hardwareversion numbers for the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes hazard indicators forthe electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes system response data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes system fault data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes sensor data that isused for controlling the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein analyzing the operational data toidentify the event associated with operation of the electricallymotorized wheel includes analyzing the operational data to determine ifthe event voids a warranty of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein analyzing the operational data todetermine if the diagnostic event voids a warranty.

A method of controlling a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to one disclosed non-limiting embodiment of the presentdisclosure can include detecting a fault condition in the device of theelectrically motorized wheel; and controlling operation of at least oneparameter of the device of the electrically motorized wheel in responseto the fault.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fault includes a discharge currentabove a predetermined value.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fault includes a regenerationcurrent above a predetermined value.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fault includes a voltage above apredetermined value.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fault includes a voltage below apredetermined value from motoring.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fault includes a temperature abovepredetermined value.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein detecting the fault includes running abattery current control algorithm and a battery voltage controlalgorithm

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining which of a current control gain and avoltage control gain causes a more limiting condition.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining if the current control gain is lessthan a voltage control gain, determining an attenuation gain that isequal to the current control gain.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining if the current control gain is notless than a voltage control gain, determining an attenuation gain thatis equal to the voltage control gain.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the device is an electric motor.

A system, according to another disclosed non-limiting embodiment of thepresent disclosure can include a device of an electrically motorizedwheel, the electrically motorized wheel for converting a non-motorizedvehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel; a server for executing an applicationrelating to the electrically motorized wheel; and a mobile device indata communication with the device of the electrically motorized wheeland the server for facilitating communication between the device of theelectrically motorized vehicle and the server.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a sensor system and a controller mounted to thedevice, the controller operable to continuously control an electricmotor of the device in response to a user input sensed by the sensorsystem.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is a rotational input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is induced by pedaling.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controller controls the device inresponse to data from the sensor system and from the mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device collects sensor datacollected by the electrically motorized wheel and delivered to themobile device by the data communication facility of the device of theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device collects sensor dataassociated with an environment external to the electrically motorizedwheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device collects data from atleast one peripheral associated with the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to receivestreaming data from the mobile device associated with the device of theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to aggregate datafrom a plurality of devices of a respective plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to analyze routesfor a user of the mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a sensor system mounted to the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor system includes a torquesensor that senses power output from a user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensed power output from a user isassociated with a route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein a location of the route is tagged via aGPS capability of the mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensed power output and the routelocation are communicated to the server via the mobile device.

A method of guiding a specific user of an electrically motorized wheelfor converting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto another disclosed non-limiting embodiment of the present disclosurecan include receiving data from each of a plurality of electricallymotorized wheels; aggregating the data from each of the plurality ofelectrically motorized wheels; and analyzing the aggregated data toprovide the specific user with guidance associated with operation of theelectrically motorized wheel of that vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein guidance associated with operation ofthe electrically motorized wheel for the specific user is associatedwith a time efficient route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein guidance associated with operation ofthe electrically motorized wheel for the specific user includessuggesting a mode for a route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein guidance associated with operation ofthe electrically motorized wheel for the specific user includesprofiling the user in comparison to one or more other users.

A system according to another disclosed non-limiting embodiment of thepresent disclosure can include a server adapted to operate in datacommunication with a device in each of a plurality of electricallymotorized wheels, each of the plurality of electrically motorized wheelsfor converting a non-motorized vehicle to an electrically motorizedvehicle via installation of the electrically motorized wheel; and a dataaggregation module in communication with the server operable to take adata set from each of the devices and aggregate the data to transformthe data set into an aggregated data set.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of theplurality of electrically motorized wheels is communicated wirelessly tothe server.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data is communicated via a wirelesstelecommunications system in each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data is communicated via a wirelesstelecommunications system in each of the plurality of electricallymotorized wheels to a mobile device associated with each of theplurality of electrically motorized wheels that operates as a datacommunications gateway to the server.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of theplurality of electrically motorized wheels is stored on board theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from each of the electricallymotorized wheels is transferred from at least one of the plurality ofelectrically motorized wheels to a local computer via a removable memorymedia.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from each of the multiple ofelectrically motorized wheels are aggregated by the server to provide aspatial and temporal indication of at least one parameter.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the spatial indication includes alocation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with an environment through which at least one of themultiple of electrically motorized wheels passes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of temperature, humidity, elevation, atmospheric data andsignal strength.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with at least one of the multiple of electrically motorizedwheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of vehicle speed, battery charge, motor assistance and torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from each of the multiple ofelectrically motorized wheels are aggregated by the server to generate amodel constructed from multi-variant data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the model is operable to facilitateprediction of future environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the model is operable to optimize futurewheel operation.

A system according to another disclosed non-limiting embodiment of thepresent disclosure can include a sensor system mounted to anelectrically motorized vehicle; a communications module in communicationwith at least one of the wheel and the sensor system, the communicationmodule operable to communicate data to a server remote from theelectrically motorized wheel; and a data integration module in datacommunication with the server to integrate the data from the sensorsystem with data from a data source external to the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server correlates the data from thesensor system with at least one data structure of at least one database.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data source external to theelectrically motorized wheel includes data from a traffic data system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the traffic data system includes atraffic camera.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein data source external to the electricallymotorized wheel includes map data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the map data includes aerial map data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the map data includes land use map data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the map data includes mobile mappingdata.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data source external to theelectrically motorized wheel includes data from a road traffic sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes image data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes weather data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes temporal data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes spatial data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from the sensor system includestorque data of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes speed data of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from the sensor system includes“steadiness” of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes steadiness of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes terrain travelled by the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes motorized assistance provided by the electrically motorizedwheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes available battery power of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from at least one of the sensorsystem and the data source external to the electrically motorized wheelincludes motor temperature of the electrically motorized wheel.

A system according to another disclosed non-limiting embodiment of thepresent disclosure can include a server in communication with each of aplurality of electrically motorized wheels and a third party datasource, the server operable to integrate the data from each of theelectrically motorized wheels and the data from the third party datasource, wherein each of the electrically motorized wheels operable toconvert a non-motorized wheeled vehicle to an electrically motorizedwheeled vehicle via installation of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from the third party datasource includes data from a traffic camera.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from the third party datasource includes data from a road sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data from the third party datasource includes data from an aerial mapping data source.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data provides a spatialand temporal indication of various parameters.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the spatial indication includes alocation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with an environment through which at least one of themultiple of electrically motorized wheels passes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of temperature, humidity, elevation, atmospheric data andsignal strength.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with at least one of the plurality of electrically motorizedwheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of vehicle speed, battery charge, motor assistance and torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data is utilized togenerate a model.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the model is operable to facilitateprediction of future conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the model is operable to facilitate atleast one of bike lane placement, urban planning, cell tower placement,pollution reduction initiatives.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the model is operable to facilitateanalysis of real time conditions.

A system according to another disclosed non-limiting embodiment of thepresent disclosure can include a server in communication with each of aplurality of electrically motorized wheels, the server operable tointegrate movement data from each of the electrically motorized wheels,wherein each of the electrically motorized wheels operable to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to integrate themovement data to facilitate public health analysis.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to integrate themovement data to facilitate bike path location determinations.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to integrate themovement data to facilitate fleet management.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the server is operable to integrate themovement data to facilitate traffic analysis.

A method of analyzing a fleet of vehicles, each of the vehiclesincluding a device of an electrically motorized wheel for converting thevehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel, the method according to one disclosednon-limiting embodiment of the present disclosure can include receivingdata from each device of the respective plurality of electricallymotorized wheels within a fleet of vehicles; and utilizing the data tofacilitate tracking at least one vehicle within the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of each vehiclewithin the fleet includes optimizing a route for the at least onevehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes optimizing a schedule for the at leastone vehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes estimating a delivery time for the atleast one vehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 1, wherein to facilitate operation of at leastone vehicle within the fleet includes optimizing a route for eachvehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of each vehiclewithin the fleet includes optimizing a schedule for each vehicle in thefleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to facilitate operation of at least onevehicle within the fleet includes estimating a delivery time for eachvehicle in the fleet.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include analyzing data from each device of each of theplurality of electrically motorized wheels within the fleet includesanalyzing at least one of a user fitness level, terrain covered duringcurrent excursion, elevation change, level of assistance alreadyprovided, remaining battery life, current location, and terrain.

A data analysis system for a fleet of vehicles, each of the vehiclesincluding a device of an electrically motorized wheel for converting avehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel, the data analysis, according to onedisclosed non-limiting embodiment of the present disclosure can includea server in communication with each device of each of a plurality ofelectrically motorized wheels, the server operable to analyze data fromeach of the devices of the electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data includes at least one of a userfitness level, terrain covered during current excursion, elevationchange, level of assistance already provided, remaining battery life,current location, and terrain.

A fleet management system for monitoring a plurality of devices eachassociated with one of a plurality of electrically motorized wheels forconverting vehicles to electrically motorized vehicles via installationof the electrically motorized wheels, the fleet management systemaccording to one disclosed non-limiting embodiment of the presentdisclosure can include a server in communication with each device ofeach of the plurality of electrically motorized wheels; an electronicdata storage structure for storing data communicated from each theplurality of devices; and a fleet management module in communicationwith the server and the electronic data storage structure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least operating version of theelectrically motorized wheels wherein the operating version is utilizedby the fleet management module to coordinate an application on each ofthe plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least one of a user destination, acurrent location, and available battery life which are utilized by thefleet management module to coordinate route planning for the pluralityof electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data communicated from each of theplurality of devices includes at least one of wheel speed over time,accelerations, motor assistance and resistance, routing, wheel sensordata, and temperature data which are utilized by the fleet managementmodule to perform a meta-analysis of the provided data to optimize longterm fleet routing.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to evaluate a user efficiency of each user of each of the pluralityof electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to evaluate operation of each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to track a location of each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module utilizes thedata to track a battery charge for each of the plurality of electricallymotorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the fleet management module is operableto generate aggregated data from the plurality of devices of theplurality of electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the aggregated data provides a summaryassociated with the fleet.

A method of profiling a user of a device for an electrically motorizedwheel, the electrically motorized wheel for converting a non-motorizedvehicle to an electrically motorized vehicle via installation of theelectrically motorized wheel, the method according to another disclosednon-limiting embodiment of the present disclosure can include receivingdata from a sensor system of the device; and creating a profile of auser operating the vehicle from the data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include identifying trends in the profile of the userover time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include detecting changes in mobility patterns of theuser from the profile.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include detecting long-term, slowly developing diseasesfrom the profile.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include communicating the data into an electronic medicalrecord (EMR) of the user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include aggregating the user data with data from aplurality of other users of electrically motorized wheels to providedata sets for public health analysis.

A device of an electrically motorized wheel to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the device, the device, according to another disclosednon-limiting embodiment of the present disclosure can include a controlsystem mounted to the device, the control system operable tocontinuously control the device in response to a user input; and asensor system mounted to the device, the sensor system operable to sensedata that may be used to profile a user operating the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor system is operable to sense astate of the user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor system is operable to monitora user's physical capabilities over time to facilitate identification oftrends.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor system is operable to sensemobility patterns of the user.

A system, according to another disclosed non-limiting embodiment of thepresent disclosure can include a server adapted to operate in datacommunication with a plurality of electrically motorized wheels, each ofthe plurality of electrically motorized wheels being of a type adaptedfor converting a non-motorized vehicle to an electrically motorizedvehicle via installation of the electrically motorized wheel; and a dataaggregation module in communication with the server operable to take adata set from each of the electrically motorized wheels and aggregatethe data set to transform the data sets into an aggregated data set togenerate a recommended setting to a user of one of the plurality ofelectrically motorized wheels based on the aggregated data set.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting includes anoperational profile.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting includes aroute.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting is based atleast in part on demographics.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting is based atleast in part on fitness.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting is based atleast in part on a similarity to one or more of a user of the other ofthe plurality of electrically motorized wheels.

A method of controlling operation of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to another disclosed non-limiting embodiment of the presentdisclosure can include receiving a recommended setting for theelectrically motorized wheel from aggregated data collected from aplurality of electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting is received in acontrol system of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the recommended setting is received at amobile device in communication with the electrically motorized wheel.

A system, according to one disclosed non-limiting embodiment of thepresent disclosure can include a server in communication with a deviceof each of a plurality of electrically motorized wheels, each of theelectrically motorized wheels operable to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the electrically motorized wheel, the server operable totrack a position of each of the electrically motorized wheels andcommunicate the position thereof to a transportation network.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the transportation network is accessibleby a remote user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remote user is a car.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remote user is one of the pluralityof electrically motorized wheels.

A system according to one disclosed non-limiting embodiment of thepresent disclosure can include a server in communication with each of adevice of each of a plurality of electrically motorized wheels, each ofthe plurality of electrically motorized wheels operable to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the electrically motorized wheel, the serveroperable to integrate the data from each of the devices; and a displaymodule in communication with the server to overlay the integrated dataon a map to provide an overlaid map.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map is at least one of astreet pattern, a land use map, a topographical map, a populationdensity map, and an open space map.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map is accessible on amobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides an overview ofenvironmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides an overview ofenvironmental conditions in real time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides historicaldata of past environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides a predictionof future environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides an overview ofenvironmental conditions, the environmental conditions including atleast one of a temperature, a humidity, an air quality metric, a windspeed and a wind direction.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the overlaid map provides an overview ofenvironmental conditions, the environmental conditions including atemperature.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 5, wherein the overlaid map provides an overviewof environmental conditions, the environmental conditions including atraffic pattern.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data provides a spatialand temporal indication of various parameters.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the spatial indication includes alocation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with an environment through which at least one of themultiple of electrically motorized wheels passes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of temperature, humidity, elevation, atmospheric data andsignal strength.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes dataassociated with at least one of the multiple of electrically motorizedwheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the temporal indication includes atleast one of vehicle speed, battery charge, motor assistance and torque.

A method to integrate data, according to one disclosed non-limitingembodiment of the present disclosure can include receiving data from adevice of each of a plurality of electrically motorized wheels, each ofthe multiple of electrically motorized wheels operable to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the electrically motorized wheel; andintegrating the data from each of the devices via a server, theintegrated data being adapted to be overlaid on a map.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data is integrated with a locationon the map based on spatial data associated with each data point.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data overlaid on the mapprovides an overview of environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data overlaid on the mapprovides an overview of environmental conditions in real time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data overlaid on the mapprovides historical data of past environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data overlaid on the mapprovides a prediction of future environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the integrated data overlaid on the mapprovides an overview of environmental conditions, the environmentalconditions include a traffic pattern.

A method for controlling operation over a prescribed route of a vehiclewith an electrically motorized wheel, the electrically motorized wheelfor converting the vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude adjusting a control parameter for an electrically motorizedwheel operating along a particular route such that operation of theelectrically motorized wheel is managed with respect to the particularroute.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the adjusting the control parameter isperformed in response to a mode selected by a user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode includes maintaining apredefined battery reserve with respect to the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode includes maintaining a userselected battery reserve.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode accommodates traffic dataassociated with the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode accommodates user capabilitydata associated with the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode accommodates user preferencedata associated with the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode accommodates road dataassociated with the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the adjusting the control parameterincludes adjusting a motor assistance and a motor resistance along theparticular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include storing a data set from each of a plurality ofelectrically motorized wheels in an electronic data structure; analyzinga subset of the plurality of data sets, the subset associated with aparticular route; and communication data associated with the subset tothe electrically motorized wheel traversing the particular route.

A method for controlling battery usage over a prescribed route of avehicle with an electrically motorized wheel, the electrically motorizedwheel for converting the vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to one disclosed non-limiting embodiment of the presentdisclosure can include adjusting a control parameter for an electricallymotorized wheel operating along the particular route such that a batterylife parameter is managed over the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein adjusting the control parameter includeselection of at least one mode.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the battery life parameter is managed tomaintain a predefined battery reserve with respect to the particularroute.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein adjusting the control parameter includesadjusting an assistance from the electrically motorized wheel along theparticular route such that the battery life parameter is managed tocomplete the particular route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein adjusting the control parameter includesadjusting a motor assistance and a motor resistance.

An electrically motorized wheeled vehicle according to one disclosednon-limiting embodiment of the present disclosure can include aplurality of electrically motorized wheels to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the electrically motorized wheel, each of the pluralityof electrically motorized wheels in communication with at least oneother of the plurality of electrically motorized wheels to coordinateoperation of the plurality of electrically motorized wheels tocoordinate operation of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the electricallymotorized wheels includes a ring handle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each wheel has a ring handle, and userinput to the respective ring handles in differing rotational directionsresults in steering of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each wheel has a ring handle, and userinput to the respective ring handles in differing rotational directionsresults in pivoting of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each wheel has a ring handle, and userinput to at least one of the respective ring handles results in brakingof the respective wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein forward user input to ring handles ofthe plurality of wheels results in forward movement of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein backward user input to the ring handlesof the plurality of wheels results in aft movement of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wheels are mounted to anundercarriage.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the undercarriage is mounted to a pullhandle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wheels are mounted to a shoppingcart.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wheels are mounted to a wagon.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wheels are mounted to a wheelchair.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea first control system mounted to a first device, the control systemoperable to continuously control the first device in response to a userinput, the control system including a protocol for coordinating with asecond control system of a second device of a second electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input to the device alsoresults in an output from the second device of the second electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input to the first device and asecond user input to the second device results in an equivalent outputfrom the respective electrically motorized wheels.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input to the first device and asecond user input to the second device results in a coordinated output.

A method for controlling operation of a plurality of devices ofrespective electrically motorized wheels adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the plurality of electrically motorizedwheels, the method according to one disclosed non-limiting embodiment ofthe present disclosure can include receiving a user input at a firstdevice of a first electrically motorized wheel, the user input operableto control an amount of assistance or resistance from the first deviceof the first electrically motorized wheel and an amount of assistance orresistance from a second device of a second electrically motorized wheeldaisy chained to the first device of the first electrically motorizedwheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is a rotational input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, further comprising receiving the rotationalinput via a ring handle of a wheelchair.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input to the first device ofthe first electrically motorized wheel results in a first output fromthe first device of the first electrically motorized wheel and a secondoutput from the second device of the second electrically motorizedwheel.

A method for controlling operation of a plurality of devices ofrespective electrically motorized wheels adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the plurality of electrically motorizedwheels, the method according to one disclosed non-limiting embodiment ofthe present disclosure can include daisy chaining a plurality of devicesof a respective plurality of electrically motorized wheels to coordinateoperation of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include communicating a user input through each of theplurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include coordinating a user input through each of theplurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include communicating a user input from at least one ofthe plurality of devices to each of the plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein daisy chaining includes communicatingbetween each of the plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein daisy chaining includes wirelesslycommunicating between each of the plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein daisy chaining includes communicatingbetween each of the plurality of devices via a cable.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the cable connects to CAN interface oneach of the each of the plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the cable connects to a charging port oneach of the plurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein daisy chaining includes wirelesslycommunicating from one of the plurality of devices to the other of theplurality of devices.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the one of the plurality of devices isin communicates with a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a control system in communication with theplurality of devices.

A method for controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude calculating a set of parameters associated with a fitness levelof the user for use in determining an amount of assistance a user willreceive from the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is performed remotely.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is performed via a remotedevice.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes an amount ofcalories to be burned.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a maximum not toexceed torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a heart rate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a time period.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a destination.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the route simulates a particular bicyclerace.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a desiredterrain.

A device of an electrically motorized wheel to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the device, the device according to one disclosednon-limiting embodiment of the present disclosure can include a controlsystem mounted to the electrically motorized wheel, the control systemoperable to control an amount of assistance from the electricallymotorized wheel while travelling uphill and an amount of resistance fromthe electrically motorized wheel while traveling downhill to result in auser input requirement about equivalent to that required by a user inthe specified environment.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the specified environment is a type ofterrain.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the specified environment is aparticular route.

A method for controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude calculating a set of parameters associated with a fitness levelof the user for use in determining an amount of resistance a user willreceive from the device of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is performed remotely.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is performed via a remotedevice.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes an amount ofcalories to be burned.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a maximum not toexceed torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a heart rate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a time period.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a destination.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a route.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the route simulates a particular bicyclerace.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input includes a desiredterrain.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include charging a device from the user input to theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include generating power from the user input to theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include generating power to a power grid from the userinput to the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include storing power generated from the user input tothe electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include charging a mobile device from the user input toelectrically motorized wheel, the mobile device operable to communicatethe user input to the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include discarding power generated from the user input tothe electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include discarding power generated from the user input tothe electrically motorized wheel through heat production.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining the amount of resistance the userwill receive from the device of the electrically motorized wheel, theamount of resistance determined based on a particular distance.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining the amount of resistance the userwill receive from the device of the electrically motorized wheel, theamount of resistance determined based on a particular time.

A method of controlling a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to one disclosed non-limiting embodiment of the presentdisclosure can include receiving a first input indicative of a quantityof energy a user wishes to expend operating the electrically motorizedvehicle; receiving a second input indicative of a destination; andcontrolling operation of the device of the electrically motorized wheelin response to the first input and the second input to achieve the useof the desired quantity of user expended energy over a route to thedestination.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the first input is in Calories.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include calculating an amount of energy based on theterrain between the destination and an initial point.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling includes adjusting atleast one of the assistance and the resistance provided by theelectrically motorized wheel to a user input of a user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is a pedaling input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the second input is one of an addressand a GPS location.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea control system mounted to the electrically motorized wheel, thecontrol system operable to control a amount of assistance and resistancefrom the electrically motorized wheel to burn a desired quantity ofenergy a user wishes to expend operating the electrically motorizedvehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the desired quantity of energy is inputto the control system via a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the desired quantity of energy is inputas Calories.

A method for controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude controlling an amount of assistance from the device of theelectrically motorized wheel while travelling uphill and an amount ofresistance from the electrically motorized wheel while travelingdownhill to result in a user input requirement about equivalent to thatrequired to propel the vehicle on a level surface.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling the amount of assistancewhile travelling uphill and the amount of resistance while travelingdownhill is based on a user selection.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling includes adjusting auser adjustable parameter.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 3, wherein the user adjustable parameter includesa minimum incline of the hill.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user adjustable parameter includes adesired user input limit.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of resistance while travelingdownhill includes braking.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user adjustable parameter includes amaximum downhill speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling includes a modeselection from a plurality of operational modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein one of the plurality of operationalmodes includes a maximum power storage mode.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include wherein the amount of assistance and resistanceis based in part on data from sensors on the wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensors on the wheel include atleast one of speed, altitude, temperature, humidity, voltage, batteryamount, incline and electrical current amount.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include wherein the amount of assistance and resistanceis based in part on calculations based on sensor data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the calculation based on sensor dataincludes an estimate of gear ratio.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea control system of the device of the electrically motorized wheel, thecontrol system operable to control an amount of assistance from theelectrically motorized wheel while travelling uphill and an amount ofresistance from the electrically motorized wheel while travelingdownhill to result in a user input requirement about equivalent to thatrequired to propel the vehicle on a level surface.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance from theelectrically motorized wheel while travelling uphill and the amount ofresistance from the electrically motorized wheel while travelingdownhill is effectuated via a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance from theelectrically motorized wheel while travelling uphill and the amount ofresistance from the electrically motorized wheel while travelingdownhill is selected from one of a multiple of modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mode is selectable while theelectrically motorized wheel is in motion.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea control system of the device of the electrically motorized wheel, thecontrol system operable to control an amount of assistance from theelectrically motorized wheel while travelling uphill to result in a userinput requirement about equivalent to that required to propel thevehicle on a level surface.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance from theelectrically motorized wheel while travelling uphill is effectuated viaa mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance from theelectrically motorized wheel while travelling uphill is selected fromone of a multiple of modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include wherein the mode is selectable while theelectrically motorized wheel is in motion.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea control system mounted to the electrically motorized wheel, thecontrol system operable to continuously control the electricallymotorized wheel in response to a user input; and a wirelesscommunication system mounted to the electrically motorized wheel, thewireless communication system in communication with the control system,the wireless communication system operable to receive an input toremotely configure operation of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is effectuatedvia a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is performablewhile the electrically motorized wheel is in motion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is effectuatedvia selection of one of a plurality of operational modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the plurality of operationalmodes includes particular values for a control equation effecting anamount of assistance or resistance generated by the electricallymotorized wheel in response user input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the plurality of operationalmodes includes particular values for a control equation effecting anamount of assistance or resistance generated by the electricallymotorized wheel in response to an environmental input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein selection of an operation mode includestransmitting particular values for a control operation to the controlsystem mounted to the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the particular values is fixed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the particular values iscalculated in near real time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein selection of one of the plurality ofoperational modes is a standard mode with default values for the controlequation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the plurality of operational modesincludes a flatten city mode that provides assistance on at least onehill climb.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includean electric motor selectively operable to rotate a rotating systemrelative to a static system; a mechanical drive system coupled to therotational unit, the mechanical drive system operable to rotate therotational unit in response to a user input applied by the user; asensor system mounted to the device of the electrically motorized wheel,the sensor system operable to identify parameters indicative of the userinput; a control system mounted to the electrically motorized wheel, thecontrol system in communication with the sensor system to continuouslycontrol the electric motor in response to the user input; a power sourcemounted to the device of the electrically motorized wheel, the powersource electrically connected to the control system and the electricmotor; and a wireless communication system mounted to the device of theelectrically motorized wheel in communication with the control system,the wireless communication system operable to receive an input from amobile device to adjust a control equation effecting an amount ofassistance or resistance generated by the electrically motorized wheelin response to the user input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the input from the mobile deviceincludes selection of an operational mode.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the input from the mobile device isoperable to adjust the control equation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein to configure operation of theelectrically motorized wheel includes wirelessly communicating the inputwhile the electrically motorized wheel is in motion.

A method of controlling a device of an electrically motorized wheel thatis adapted to convert a non-motorized wheeled vehicle to an electricallymotorized wheeled vehicle via installation thereof, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude remotely configuring the device to control an amount ofassistance or resistance generated by the electrically motorized wheelin response to at least one of a user input and an environmental input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is effectuatedvia a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is performablewhile the electrically motorized wheel is in motion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is effectuatedvia selection of one of a plurality of operational modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the plurality of operationalmodes includes particular values for a control equation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the particular values is fixed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein each of the particular values iscalculated in essentially real time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein selection of one of the plurality ofoperational modes is a standard mode in response to no communicationwith a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein a set of default values is used for thecontrol equation in response to no communication with a mobile device

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the plurality of operational modesincludes a flatten city mode that provides assistance on at least onehill climb.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the at least one of the plurality ofoperational modes includes adjustable parameters to tune the at leastone mode.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the last values sent by the mobiledevice are stored and used for a control equation in response to nocommunication with a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the environmental input is external tothe electrically motorized wheeled vehicle.

A method of controlling a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to one disclosed non-limiting embodiment of the presentdisclosure can include detecting a parameter indicative of a user inputapplied to the device of the electrically motorized wheel to obtain userinput data; detecting a parameter indicative of an operational state ofthe electrically motorized wheel to obtain operational state data;processing the user input data and the operational state data to obtaina blended control data structure that scales the importance of the userinput data based on the operational state data; and controllingoperation of an electric motor of the electrically motorized wheel inresponse to the blended control data structure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data structure isscaled to respond more strongly to the user input data at a relativelylow speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data structure isscaled to respond less strongly to the user input data at a relativelyhigh speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control structure is scaledto respond strongly to the user input data at a relatively low speed andis scaled to respond less strongly to the user input data at relativelyhigh speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input data includes a torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the operational state data includes aspeed.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includea control system operable to control an amount of assistance andresistance provided by the device in response to a blended control datastructure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data structure isscaled to respond more strongly to the measured torque at a relativelylow speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data structure isscaled to respond less strongly to the measured torque at a relativelyhigh speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data is scaled torespond strongly to measured torque at a relatively low speed and isscaled to respond less strongly to measured torque at relatively highspeed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control data relies upondata from a torque sensor at relatively low speeds and one of a speedsensor and a measure of power at relatively high speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the blended control structure scales theimportance of a sensor based on speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor is a torque sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor is a speed sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance and resistanceprovided by the electrically motorized wheel is transitioned from onesetting to another by the blended control data structure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the amount of assistance and resistanceprovided by the electrically motorized wheel is transitioned via a stepprogression.

A method of controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto another disclosed non-limiting embodiment of the present disclosurecan include detecting a temperature of an electric motor of theelectrically motorized wheel; and controlling operation of the electricmotor to maintain the detected temperature within a desired range.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling assistance to a pedaling input transmitted to electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling resistance to a pedaling input transmitted to electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includes atleast one of reducing and stopping assistance to a pedaling inputtransmitted to electrically motorized wheel in response to thetemperature being outside a predetermined temperature.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includes atleast one of reducing and stopping resistance to a pedaling inputtransmitted to electrically motorized wheel in response to thetemperature being outside a desired temperature range.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the electric motor is mounted within ahub shell assembly of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling assistance to a user input transmitted to electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling resistance to a user input transmitted to electricallymotorized wheel.

A method of controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto another disclosed non-limiting embodiment of the present disclosurecan include detecting a temperature within a hub shell assembly of thedevice of the electrically motorized wheel; and controlling operation ofan electric motor of the device of the electrically motorized wheel tomaintain the detected temperature within a desired range.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling assistance to a user input transmitted to electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includescontrolling resistance to a user input transmitted to electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includes atleast one of reducing and stopping assistance to a pedaling inputtransmitted to electrically motorized wheel in response to thetemperature being outside a predetermined temperature.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the controlling operation includes atleast one of reducing and stopping resistance to a pedaling inputtransmitted to electrically motorized wheel in response to thetemperature being outside a desired temperature range.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to anotherdisclosed non-limiting embodiment of the present disclosure can includea heat generating component within a hub shell assembly of the device ofthe electrically motorized wheel; a sensor system operable to detect atemperature of the heat generating component; and a control system incommunication with the sensor system, the control system operable tocontrol an electric motor within the hub shell assembly to maintain thedetected temperature of the heat generating component within a desiredrange.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the heat generating component is theelectric motor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the heat generating component is abattery system in communication with the electric motor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the heat generating component is acontrol board.

A method of calculating a gear ratio, the method according to anotherdisclosed non-limiting embodiment of the present disclosure can includedetecting a frequency content of a rider effort operable to control adevice of an electrically motorized wheel; detecting a speed of thedevice of the electrically motorized wheel; and calculating a gear ratiobased on the user input and the frequency content of the rider effort.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the gear ratio is utilized to controlthe device of an electrically motorized wheel for converting anon-motorized vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein detecting the frequency content of arider effort occurs at the device of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein detecting the speed occurs at the deviceof the electrically motorized wheel.

A method of controlling a device of an electrically motorized wheel forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto another disclosed non-limiting embodiment of the present disclosurecan include detecting a rotational velocity of a cassette of anelectrically motorized wheel; detecting a user input to the electricallymotorized wheel; and calculating a gear ratio from the rotation velocityand the user input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is determined as a pedalcadence.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user input is a pedaling input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein detecting the rotation velocity of theelectrically motorized wheel and detecting the user input to theelectrically motorized wheel occurs at the electrically motorized wheelvia at least a speed sensor and a torque sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the speed sensor and the torque sensorare mounted within a free wheel unit.

A method of controlling a device of an electrically motorized wheel forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel, the methodaccording to another disclosed non-limiting embodiment of the presentdisclosure can include measuring a speed of an electric motor of thedevice of the electrically motorized wheel that is in electricalconnection to a direct mechanical drive; measuring a voltage of abattery that powers the device of the electric motor; estimatingterminal-to-terminal EMF voltage (VEMF); determining if VEMF is greateror equal to a voltage limit; and if the VEMF is above the limit,disconnecting an electrical connection between the motor drive and theelectric motor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include upon determining that VEMF is greater than alimit, opening a motor relay contact to the electric motor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include upon determining that VEMF is less than an amountthat is a specified margin lower than the limit, closing the motor relaycontact.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include utilizing a motor resistance from the electricmotor to dissipate braking energy.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to anotherdisclosed non-limiting embodiment of the present disclosure can includea control system mounted to the device of the electrically motorizedwheel, the control system operable to continuously control theelectrically motorized wheel in response to a user input; and a sensorsystem mounted to the device of the electrically motorized wheel, thesensor system in communication with the control system to control theelectrically motorized wheel at least in part based on data sensed bythe sensor system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes torque.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes acceleration.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes an angular rate measure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes environmental conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, where in the data sensed by the sensor systemincludes wind speed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes a temperature within a hub shell assembly of the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes a battery current

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes a battery level.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes a surface condition upon which the electrically motorized wheelis operating.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the data sensed by the sensor systemincludes a slope upon which the electrically motorized wheel isoperating.

A physical therapy system according to another disclosed non-limitingembodiment of the present disclosure can include a device of anelectrically motorized wheel to supply at least one of assistance andresistance to a user, the amount of the at least one of assistance andresistance is modified in response to a set of control parameters; aprescription module to prescribe a physical therapy prescription foroperation of the device of the electrically motorized wheel; and arehabilitation application in communication with the prescription moduleto calculate the set of control parameters based on the physical therapyprescription.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the rehabilitation application isoperable on a mobile device that communicates between the device of theelectrically motorized wheel and the prescription module.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the rehabilitation application isoperable to communicate user compliance with at least one of prescribedexertion, time and frequency to the prescription system viacommunication with the prescription module.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the rehabilitation application isoperable to communicate user compliance with physical therapyprescription via communication with the prescription module.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the physical therapy prescriptionprescribes at least one of an amount of exertion, time, and frequency ofa rehabilitation exercise.

A method of providing physical therapy according to another disclosednon-limiting embodiment of the present disclosure can includeprescribing a prescribed amount of exertion for a user; calculating aset of control parameters for a device of an electrically motorizedwheel based on the prescribed amount of exertion; and communicating thecalculated control parameters to an electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include controlling at least one of an assistance andresistance provided by the device of the electrically motorized wheelfor the user in response to the calculated control parameters.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the prescribed amount of exertionincludes at least one of a time of exertion and a frequency of exertion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include communicating at least one of the actual amountsof exertion by the user, the time of exertion, and the frequency ofexertion relative to prescribed.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the prescribed amount is controlledremotely in essentially real time.

A physical training system according to another disclosed non-limitingembodiment of the present disclosure can include a device of anelectrically motorized wheel to supply at least one of assistance andresistance to a user wherein the amount of the at least one ofassistance and resistance is modified in response to a set of controlparameters; a user interface to facilitate a user goal specification;and a control module operable to calculate the set of control parametersbased on the user goal specification and communicate the set of controlparameters to the device of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user goal specification includes atleast one of target total calories burned, rate of calorie expenditure,exercise time, exercise frequency, and target increase is energyexpenditure.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the device of the electrically motorizedwheel communicates at least one of amount of assistance provided, amountof resistance provided, total calories burned during exercise period,rate of calories burned, torque applied by the user to the trainingapplication.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the control module is effectuated by atraining application on a mobile device.

A method for controlling an electrically motorized vehicle, the methodaccording to another disclosed non-limiting embodiment of the presentdisclosure can include calculating a set of parameters to control anamount of assistance or resistance generated by the device of theelectrically motorized wheel in response to a user input the set ofparameters calculated in response to a user selecting one of a pluralityof operational modes.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the plurality of operational modesinclude a “flattening city” mode that provides assistance on at leastone hill climb.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the plurality of operational modesinclude an exercise mode that is associated with a user entering atargeted amount of calories to be burned.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the exercise mode includes limitingresistance generated by the electrically motorized wheel in response toa maximum value input by the user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the one of the plurality of operationalmodes is associated with a user-entered limit.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user-entered limit includes anamount of calories to be burned.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user entered limit includes a heartrate.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user entered limit includes a time.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user entered limit includes a speedof the electrically motorized wheel

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the set of parametersare associated with a limit based on an operational condition of theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein at least one of the set of parametersare associated with a limit based on preexisting data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the preexisting data includes a localregulation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the preexisting data includes alocation.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the limit is a maximum speed based onlocation and local speed regulations.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the location is at least one of on-roadand off-road.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user selecting is performed via amobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device provides a userinterface.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user interface includes at least onebutton that occupies a minimum of 1 inch by 1 inch of display space.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user interface includes a gestureidentifiable by the mobile device.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to anotherdisclosed non-limiting embodiment of the present disclosure can includea control system mounted to the device of the electrically motorizedwheel, the control system operable to calculate a set of parameters tocontrol an amount of assistance or resistance generated by the device inresponse to at least one of a user input, a wheel operating condition,and an environmental factor; and a wireless communication system mountedto the device of the electrically motorized wheel, the wirelesscommunication system in communication with the control system, thewireless communication system operable to receive an operational modethat at least partially defines the set of parameters.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the operational mode is effectuated viaa selection on a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the remotely configuring is performablewhile the electrically motorized wheel is in motion.

A user interface for controlling a device of an electrically motorizedwheel for converting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the user interfaceaccording to one disclosed non-limiting embodiment of the presentdisclosure can include at least one button displayable by the userinterface to control a function associated with the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the at least one button is operable toselect an operational mode of the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the at least one button is related tonavigation of the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 1, wherein the at least one button is related tolocking and unlocking the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the at least one button is related to anidentification of an obstacle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the button occupies a minimum of 1 inchby 1 inch of display space.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the user interface is a user interfaceof a touch screen-enabled mobile device.

A method of navigating an electrically motorized wheel that is adaptedfor converting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the method accordingto one disclosed non-limiting embodiment of the present disclosure caninclude displaying a directional arrow for guidance of the vehicle onwhich the electrically motorized wheel is installed along a route; andpointing the directional arrow in the direction of a next stage of aroute to a destination with respect to a present position of theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the directional arrow is displayedwithout a map.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include determining the route at least in part from thirdparty data.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include occupying a minimum of 1 inch by 1 inch ofdisplay space with the directional arrow.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include aggregating a plurality of routes similar to theroute and optimizing the aggregated plurality of routes to determine theroute guided by the directional arrow.

A method of navigating a vehicle, the method according to one disclosednon-limiting embodiment of the present disclosure can include displayinga directional arrow on a mobile device mountable to the vehicle, thedirectional arrow operable to provide guidance of the vehicle along aroute; and pointing the directional arrow in the direction of a nextstage of the route to a destination with respect to a present positionof the mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the directional arrow is displayedwithout a map.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the route is indifferent to roads.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include occupying a minimum of 1 inch by 1 inch ofdisplay space with the directional arrow.

A method of protecting an electrically motorized wheel to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation thereof, the method according to anotherdisclosed non-limiting embodiment of the present disclosure can includeunlocking at least one feature of the electrically motorized wheel inresponse to receiving an indicator that a mobile device of the user ofthe electrically motorized wheel is within a predetermined proximity ofthe electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the indicator is a signal that includesa unique identifier of the mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a smartphone.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity is determined via awireless communication.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wireless communication is a localwireless communication from the mobile device to the electricallymotorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wireless communication is through acommunications network.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the location of at least one of themobile device and the wheel is based on a global positioning system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the location of at least one of themobile device and the wheel is based on a cellular network triangulationsystem.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include requiring a security input to the mobile deviceas a condition to unlocking the wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the security input includes at least oneof entry of a code, entry of a password, a facial recognition,recognition of a secure token, and a fingerprint scan.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the security input includes a securetoken, wherein the secure token is an electronic key.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the electronic key for another vehicleis a car key.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include locking the electrically motorized wheel inresponse to the mobile device being beyond the proximity.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein locking the wheel is further conditionedon the wheel not being in motion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include locking the electrically motorized wheel inresponse to the mobile device not being within a predeterminedproximity.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein locking the wheel is further conditionedon the wheel not being in motion.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include locking the electrically motorized wheel inresponse to a user not being seated on the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include locking the electrically motorized wheel inresponse to the electrically motorized wheel being stationary for apredetermined time period.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the unlocking includes exiting ahigh-impedance state.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the locking includes configuring a motorcontroller to enter a high-impedance state resisting rotation ofelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is an electronic carkey.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a key.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a fob.

A system according to another disclosed non-limiting embodiment of thepresent disclosure can include a motor controller mounted to a device ofan electrically motorized wheel that is adapted for converting anon-motorized vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the motor controlleroperable to continuously control the device in response to a user input;and a wireless control system in communication with the motorcontroller, the wireless control system operable to selectively managethe state of a locking mode of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the locking mode is operable to triggeran alarm in response to movement of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the locking mode is operable to reportGPS coordinates and a time stamp in response to the alarm beingtriggered.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the device is selectively unlocked.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the device is selectively unlocked inresponse to the wireless control system being within a predeterminedproximity with the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the device is selectively unlocked inresponse to a user sitting on the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include communicated at least one of an email message anda text message to the wireless control system in response to movement ofthe device while in the locked mode.

A method according to another disclosed non-limiting embodiment of thepresent disclosure can include locking a device of an electricallymotorized wheel, the electrically motorized wheel for converting anon-motorized vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel; and triggering analarm in response to movement of the locked electrically motorizedwheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include reporting GPS coordinates of the device to awireless control system in response to the alarm being triggered.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, reporting a time stamp of the device to awireless control system in response to the alarm being triggered.

A method according to another disclosed non-limiting embodiment of thepresent disclosure can include locking a device of an electricallymotorized wheel, the electrically motorized wheel being adapted forconverting a non-motorized vehicle to an electrically motorized vehiclevia installation of the electrically motorized wheel; and awaiting arequest to unlock the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein awaiting the request includes awaiting awireless signal.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wireless signal is generated by amobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a smartphone.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is an electronic carkey.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wireless signal is generated by amobile device associated with an owner of the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wireless signal is generated by amobile device associated with a guest authorized by the mobile deviceassociated with the owner of the device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein awaiting the request includes awaitingplugging in of a device into the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a key.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the mobile device is a fob.

A device of an electrically motorized wheel that is adapted to convert anon-motorized wheeled vehicle to an electrically motorized wheeledvehicle via installation of the device, the device according to onedisclosed non-limiting embodiment of the present disclosure can includean accessory port of the device of the electrically motorized wheel, theaccessory port configured with a hardware interface to provide anaccessory device with power and communication with a control system ofthe device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device is mountable to theelectrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device is a mobile device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the power is provided to an electricalgrid through the accessory port.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory port is provided on a userinterface of the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a light.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a speaker.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes aninertial measurement sensor including at least one of the following:accelerometer, gyroscopic sensor, inclinometer.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wherein the accessory deviceincludes a gyroscopic sensor operable to identify a user operation ofthe vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include 9, wherein the gyroscopic sensor facilitatesstability of the vehicle.

A device of an electrically motorized wheel to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the device, the device according to one disclosednon-limiting embodiment of the present disclosure can include a staticsystem and a rotating system around an axis of rotation, the staticsystem coupled to the non-motorized wheel vehicle; an electric motorselectively operable to rotate the rotating system relative to thestatic system; a mechanical drive system coupled to the rotational unit,the mechanical drive system operable to rotate the rotational unit inresponse to a rotational input applied by the user; a sensor systemmounted to the electrically motorized wheel, the sensor system operableto identify parameters indicative of the rotational input; a controlsystem mounted to the electrically motorized wheel, the control systemin communication with the sensor system to continuously control theelectric motor in response to the rotational input; a power sourcemounted to the electrically motorized wheel, the power sourceelectrically connected to the control system and the electric motor; anda hardware interface in communication with the control system, thehardware interface operable to provide communication and powerinterchange between the electrically motorized wheel and an accessorydevice.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the hardware interface includes at leastone of as USB, USB 2.0, Thunderbolt, Dicom, PCI Express, CAN.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a light.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a speaker.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes agyroscopic sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the gyroscopic sensor facilitatesperformance of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the gyroscope facilitates stability ofthe vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes aproximity sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes aninterface to a power grid.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a powerstorage device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a memorystorage device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a stand tolock the electrically motorized wheel.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a dock tocharge the electrically motorized wheel.

A device of an electrically motorized wheel to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the device, the device according to one disclosednon-limiting embodiment of the present disclosure can include a controlsystem of the device, the control system operable to continuouslycontrol the electrically motorized wheel in response to a user input;and a hardware interface in communication with the control system, thehardware interface operable to provide communication and powerinterchange between the control system and an accessory device.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a light.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes a battery.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes aproximity sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device includes agyroscopic sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the gyroscopic sensor facilitatesperformance of the vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the gyroscope facilitates stability ofthe vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the hardware interface is mountablewithin a hub shell assembly that contains the control system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the accessory device is mountable withinthe hub shell assembly.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the hardware interface is mountableexternal to a hub shell assembly that contains the control system.

A device of an electrically motorized wheel to convert a non-motorizedwheeled vehicle to an electrically motorized wheeled vehicle viainstallation of the device, the device according to one disclosednon-limiting embodiment of the present disclosure can include a modularsystems package of the device of the electrically motorized wheel, themodular systems package including a control system operable tocontinuously control the device of the electrically motorized wheel inresponse to a user input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes acommunications system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes aglobal positioning system (GPS).

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package is incommunication with a sensor operable to provide data regarding the user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor is wearable by the user.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes asensor operable to sample an environmental condition.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the environmental condition includes atleast one of temperature, humidity, wind direction, wind speed, CO2,NOx.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the environmental condition includes aterrain condition.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package is incommunication with a sensor operable to provide data regarding the wheeloperation conditions.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the wheel operation conditions includeat least one of motor temperature, battery voltage, battery current,cassette rotation speed, battery temperature, electronics temperature,and motor relay status.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes acommunication system for communication with a server that correlatesdata from the modular systems package with a database.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package is mountedwithin a hub shell assembly.

A modular systems package for a device of an electrically motorizedwheel to convert a non-motorized wheeled vehicle to an electricallymotorized wheeled vehicle via installation of the device, the modularsystems package according to one disclosed non-limiting embodiment ofthe present disclosure can include an electric motor selectivelyoperable to rotate a rotating system relative to a static system; asensor system operable to identify parameters indicative of a userinput; and a control system in communication with the sensor system tocontinuously control the electric motor in response to the user input.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes acommunications system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes aglobal positioning system (GPS) unit.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the modular systems package includes acellular communications system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include a power source mounted to the electricallymotorized wheel, the power source electrically connected to the controlsystem and the electric motor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the sensor system is further enabled toidentify parameters indicative of wheel operations.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein parameters indicative of wheeloperations include at least one of motor temperature, battery voltage,battery current, battery charge, cassette rotation speed, and motor relystatus.

A system to facilitate user safety when using an electrically motorizedwheel that is adapted for converting a vehicle to an electricallymotorized vehicle via installation of the electrically motorized wheel,the system according to another disclosed non-limiting embodiment of thepresent disclosure can include a proximity sensor on the electricallymotorized wheel in communication with a user mobile device; and aproximity alert module on the mobile device enabled to alert a user whena sensed proximity crosses a threshold.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the alert is at least one of an audiblealert, a visual alert, and a tactile alert.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the alert includes a “jitter” inperformance.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the alert includes an operationalcommand to the electrically motorized wheel.

A system to facilitate user safety when using an electrically motorizedwheel for converting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the system accordingto another disclosed non-limiting embodiment of the present disclosurecan include a proximity sensor mounted to the electrically motorizedwheel; a proximity alert module on a mobile device in communication withthe proximity sensor.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity alert module is operableto notify a user of an object within a predetermined proximity of theelectrically motorized vehicle.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity alert module is operableto notify other vehicles of the electrically motorized vehicle'sgeographic position when a sensed proximity crosses a threshold.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity sensor is at least one ofa LIDAR, RADAR, SONAR, and imagery device.

A system to facilitate user safety when using an electrically motorizedwheel for converting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel, the system accordingto another disclosed non-limiting embodiment of the present disclosurecan include a proximity sensor on the electrically motorized wheel; ageographic positioning system; and a proximity alert module on a mobiledevice in communication with the proximity sensor and the geographicpositioning system.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity alert module is operableto notify a user of an object within a predetermined

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity alert module is operableto notify other vehicles of the electrically motorized vehicle'sgeographic position when a sensed proximity crosses a threshold.

A further embodiment of any of the foregoing embodiments of the presentdisclosure may include, wherein the proximity sensor is at least one ofa LIDAR, RADAR, SONAR, and imagery device.

These and other systems, methods, objects, features, and advantages ofthe present disclosure will be apparent to those skilled in the art fromthe following detailed description of the other embodiment and thedrawings. All documents mentioned herein are hereby incorporated intheir entirety by reference.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

BRIEF DESCRIPTION OF THE FIGURES

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1A schematically represents a side view of an electricallymotorized wheel.

FIG. 1B schematically represents a side view of a hub and spokeinterface

FIG. 1C schematically represents a sectional view of a hub and spokeinterface.

FIG. 1D schematically represents a side view of a hub and spokeinterface.

FIG. 1E schematically represents a sectional view of a hub and spokeinterface.

FIG. 1F schematically represents a side view of a hub and spokeinterface.

FIG. 1G schematically represents a side view showing a hub and spokeinterface.

FIG. 1H schematically represents a side view showing a hub and spokeinterface.

FIG. 1I schematically represents an enlarged plan view of embodiments ofan attachment end of a spoke, showing how the attachment end seats intothe pocket.

FIG. 2A is a side view of electrically motorized wheel of FIG. 1A withits side cover removed showing internal elements.

FIG. 2B is a schematic diagram of an embodiments of the electricallymotorized vehicle including the electrically motorized wheel of FIG. 1A.

FIG. 3 is a simplified schematic of the mobile device.

FIG. 4A schematically represents details of an embodiment of a torquesensor system

FIG. 4B schematically represents details of embodiments of a torquesensor system

FIG. 4C schematically represents details of embodiments of a torquesensor system.

FIG. 4D schematically represents details of embodiments of a torquesensor system.

FIG. 5 schematically represents the environment of the mobile device.

FIG. 6A schematically represents embodiments of the electricallymotorized wheel installed on a wheelchair.

FIG. 6B schematically represents forces and torques associated with theelectrically motorized vehicle.

FIG. 7A schematically represents a side view of a wheelbarrowretrofitted with the electrically motorized wheel of FIG. 1A.

FIG. 7B schematically represents a top down view of electricallymotorized wheelbarrow of FIG. 7A.

FIG. 7C schematically represents details of the force sensing connectionbetween the electrically motorized wheel and electrically motorizedwheelbarrow.

FIG. 8 schematically represents a side view of a wagon retrofitted withthe sensor enabled electrically motorized wheel of FIG. 1A.

FIG. 9A is an exploded view of a single speed electrically motorizedwheel.

FIG. 9B is a sectional view of a single speed electrically motorizedwheel.

FIG. 9C is an exploded view of a static system of the electricallymotorized wheel.

FIG. 9D is an exploded view of a rotational system of the electricallymotorized wheel.

FIG. 9E is an exploded view of a system of the electrically motorizedwheel.

FIG. 9F is an exploded view of an electric motor of the electricallymotorized wheel.

FIG. 9G is an exploded view of a mechanical drive system of theelectrically motorized wheel.

FIG. 9H is a schematic view of a system of the electrically motorizedvehicle.

FIG. 9I is an exploded view of a system of the electrically motorizedwheel.

FIG. 10A is a sectional view of a single speed electrically motorizedwheel.

FIG. 10B is a sectional view of a multiple speed electrically motorizedwheel.

FIG. 11A is a perspective view of a multiple speed electricallymotorized wheel.

FIG. 11B is a perspective view of a torque arm for the electricallymotorized wheel.

FIG. 11C is a perspective view of a torque arm for the electricallymotorized wheel.

FIG. 11D is a perspective view of a torque arm for the electricallymotorized wheel.

FIG. 11E is a perspective view of a nut for the torque arm for theelectrically motorized wheel.

FIG. 12A is a perspective view of a user interface for the electricallymotorized vehicle.

FIG. 12B is a perspective view of a plug for the user interface for theelectrically motorized vehicle.

FIG. 13A is a sectional view for a thermal path within the electricallymotorized wheel.

FIG. 13B is a perspective view for a thermal path within theelectrically motorized wheel.

FIG. 13C is an outer side view for a thermal path within theelectrically motorized wheel.

FIG. 13D is an inner side view of an airflow path through theelectrically motorized wheel.

FIG. 13E is a side view of an airflow path through the electricallymotorized wheel.

FIG. 13F is a schematic view of a power system for the electricallymotorized vehicle.

FIG. 13G is a schematic view of a power system for the electricallymotorized vehicle.

FIG. 14A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 14B is a schematic view of a system for the electrically motorizedvehicle.

FIG. 14C is a schematic view of an ad hoc local traffic net system forthe electrically motorized vehicle.

FIG. 14D is a schematic view of a global traffic net system for theelectrically motorized vehicle.

FIG. 15A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 15B is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15C is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15D is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 15E is a page of a mobile device in communication with theelectrically motorized vehicle.

FIG. 16A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 16B is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16C is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16D is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16E is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16F is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 16G is a mobile device page of a system for the electricallymotorized vehicle.

FIG. 17A is a schematic view of a system for the electrically motorizedvehicle.

FIG. 17B is a schematic view of a system for the electrically motorizedvehicle.

FIG. 18A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 19A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 19B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 20A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 21A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 22A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 23A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 23B is a schematic view of a wiring diagram for of the electricallymotorized vehicle.

FIG. 23C is a flow chart for operation of the electrically motorizedvehicle.

FIG. 23D is an electrical schematic representative of a thermal modelfor the electrically motorized vehicle.

FIG. 23E is a thermal schematic for the electrically motorized vehicle.

FIG. 24A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 24B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 25A is an algorithm for operation of the electrically motorizedvehicle.

FIG. 25B is an algorithm for operation of the electrically motorizedvehicle.

FIG. 26A is a perspective view of a test cell for the electricallymotorized vehicle.

FIG. 27A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 28A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 29A is a schematic view of a server for the electrically motorizedvehicle.

FIG. 30A is a schematic view of a server for the electrically motorizedvehicle.

DETAILED DESCRIPTION

FIG. 1A schematically illustrates an electrically motorized wheel 100 toconvert a non-motorized vehicle, such as a bicycle, into a motorizedvehicle, by installation of the electrically motorized wheel onto thevehicle. Disclosure that is not specifically limited to bicycles shouldbe understood to apply to other wheeled vehicles except where contextprecludes such application. It should be further understood thatalthough particular systems are separately defined, each or any of thesystems can be otherwise combined or separated via hardware and/orsoftware.

While many of the components, modules, systems, sub-systems, uses,methods and applications disclosed herein are described in connectionwith embodiments of an electrically motorized wheel, or a device of anelectrically motorized wheel, it should be understood that many of thedescriptions herein in connection with an electrically motorized wheelare exemplary and that many of the inventive concepts may be appliedmore generally (that is not necessarily in connection with a wheel),such as to electrically motorized vehicles generally, electricallymotorized bikes, electric bikes, e-bikes, pedelec bikes, electric assistbikes, scooters, battery powered vehicles, and other vehicles that arepowered by mechanisms other than an electrically motorized wheel ordevice thereof. For example, inventive concepts relating to datacollection by or control of an electrically motorized wheel (includinginvolving an associated user device like a smart phone) may apply in thecontext of another vehicle, such as an electrically motorized or hybridvehicle, or to a sub-system or component thereof, such as a batterymanagement system, any energy storage and delivery system, any drivesystem, or the like. Similarly, inventive concepts being described inconnection to an electrically motorized wheel, or device thereof, as aplatform having various interfaces, including accessory interfaces forconnection to and interfacing with a wide range of other devices andsystems, may in many cases apply to other vehicles, or components orsub-systems thereof, that do not use an electrically motorized wheel.Further, concepts relating to mechanical and thermal structures mayapply more generally, such as to components of other vehicles, to motorsystems, and the like. Further, skilled artisans will appreciate, whereapplicable, that embodiments described herein in connection with themounting to or otherwise containment on a wheel or device of a wheel maybe applied to a vehicle in other spatial arrangements or configurationsoutside of or off (either partially or wholly), a wheel or device on/ofa wheel. Except where otherwise indicated, the disclosure herein is notintended to be limited to an electrically motorized wheel, and variousother such embodiments as disclosed throughout this disclosure areintended to be encompassed, as limited only by the claims.

The electrically motorized wheel 100 can include a tire 102, a wheel rim104, a plurality of spokes 108, and a motorized wheel hub 110.References in this disclosure to a device of an electrically motorizedwheel should be understood to encompass any of these elements, as wellas components or sub-systems of any of them, except where contextindicates otherwise. Also, references throughout this disclosure to theelectrically motorized wheel 100 should be understood to encompass anysuch devices of the wheel, components, or sub-systems, except wherecontext indicates otherwise. For example, a reference to a use of anelectrically motorized wheel 100 (such as for data collection, as aplatform for connection of accessories, or the like) and/or a referenceto an input, operational state, control parameter, or the like of anelectrically motorized wheel 100 should be understood to include andapply to uses, inputs, operational states, control parameters, and thelike of a device, component of sub-system of the wheel (e.g., using orcontrolling the motorized wheel hub 110 or some other sub-system insidethe hub 110), whether or not the entire set of components is present(e.g., spokes, rim, tire, etc.) in a particular embodiment. Thedescriptions and corresponding figures are intended to be illustrativeonly and are in no way to limit the type of vehicles, or the specificdetails of how a user input is transmitted to and interpreted by theelectrically motorized wheel 100.

The motorized wheel hub 110 can include a hub shell assembly 111 thatcompletely encloses components and systems to power the wheel 100,including inducing or resisting movements such as rotation, of the rim104, spokes 108 and tire 102. The enclosed components and systems mayinclude various modules, components, and sub-systems and may be referredto as a modular systems package. That is, the modular systems packagedescribes the various elements that are contained within the hub shellassembly 111. In embodiments, the wheel rim 104 is connected to theself-contained motorized wheel hub 110 via a plurality of spokes 108that are under tension. Further, although this embodiment has specificillustrated components in a bicycle embodiment, the embodiments of thisdisclosure are not limited to those particular combinations and it ispossible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

In embodiments, each of the plurality of spokes 108 that connect thewheel rim 104 to the motorized wheel hub 110 may have a first end and asecond end that extend at an angle to each other, and an intermediateattachment portion 112 formed such that the first and second ends extendat an acute angle with respect to each other such that the first andsecond ends attach to the wheel rim 104.

FIGS. 1B-1C illustrate embodiments in which the attachment portion 112may fit into a recess 114 in the surface of the motorized wheel hub 110to secure the motorized wheel hub 110 to the attachment portions 112 ofthe plurality of spokes 108. The recess 114 may have a shape to receiveand secure a curved or angled attachment portion 112. The internalportion of the recess 114 extends slightly closer to the wheel rim 104in a radial direction to form a lip 120. As the spoke 108 is tightened,it pulls attachment portion 112 radially toward electrically motorizedwheel rim. This causes the attachment portion to slide along the lip 120and into the pocket 114. The attachment portion 112 becomes trapped inthe recess 114 thereby securing the spoke attachment portion 112 to themotorized wheel hub 110.

With reference to FIGS. 1D and 1E, the attachment portion 112 is securedat least partially under an overhang 116 in the surface of the motorizedwheel hub 110 to thereby secure the motorized wheel hub 110 between theattachment portions 112 of the plurality of spokes 108. The overhang 116may be shaped to receive and secure under compression the attachmentportion 112 of the respective wheel spoke 108. The attachment portion112 may also be directionally oriented such that the attachment portion112 is inserted at a particular angle then rotated to be locked into therecess 114. The attachment portion 112 thereby remains secured withinthe recess 114 even if the proper tension no longer remains on the spoke108.

With reference to FIGS. 1F-1H alternative embodiments of connectionsbetween the wheel rim 104 and the motorized wheel hub 110 areschematically illustrated. The spokes 108 may have first ends, referredto as the rim ends 113, that extend from the wheel rim 104, and thesecond ends that attach to the motorized hub 110, being an attachmentend 112 a, 112 b, 112 c. The attachment ends 112 a, 112 b, 112 c may beshaped in the form of a ‘T’ (FIG. 1F), ‘J’ (FIG. 1G), ‘L’, rounded, orotherwise enlarged head shape (FIG. 1H), relative to the diameter of aneck 115 of the spoke.

The attachment ends 112 a, 112 b, 112 c fit into a recess 114 in thesurface of the motorized wheel hub 110 wherein the recess 114 has thecomplementary shape to receive the respective attachment ends, tothereby secure the motorized wheel hub 110 to the plurality of spokes108. The internal portion of each recess 114 extends toward the wheelrim 104 in a radial direction, to thereby form a lip 120. The lip 120and the recess 114 trap and secure the respective attachment ends 112 a,112 b, 112 c in the recess 114 as the plurality of spokes 108, undertension, are pulled toward the wheel rim 104.

With reference to FIG. 1I, embodiments of an attachment end of the spokeillustrates the attachment end 112 a being seated in the pocket 114. Theattachment end 112 a is received into the “T-shaped” pocket114—generally downward into the plane of the page. After fitting intothe pocket 114, the spoke is tightened and the neck 115 is pulled towardthe rim (indicated schematically by arrow “A”.) This results in theattachment end being seated within the deepest portion of pocket 114.

The plurality of spokes 108 may include a first set of spokes and asecond set of spokes. The attachment sections of a first set of spokes108 connect to a first side of the motorized wheel hub 110 and theattachment sections of the second set of spokes 108 connect to thesurface of a second side of the motorized wheel hub 110. The ends of theplurality of spokes 108 of the first set may be interleaved with theends of the plurality of spokes 108 of the second set and theinterleaved sets alternately connected around an inner circumference ofthe wheel rim 104 such that the spokes are interlaced, i.e, woven aroundeach other.

In embodiments, the motorized wheel hub 110 is connected to the wheelrim 104 via a mesh material.

In embodiments, the motorized wheel hub 110 is connected to the wheelrim 104 via a disk, or other solid structure.

In embodiments, the wheel rim 104 and motorized wheel hub 110 canalternately be connected according to conventional straight wheelspoking parameters.

With reference to FIG. 2A, the motorized wheel hub 110 can include amodular systems package 202 packaged within a hub shell assembly 111(FIG. 1A) to enclose elements of the electrically motorized wheel 100.As such, the modular systems package 202 may be completely containedwithin the hub shell assembly 111 and protected from externalenvironmental conditions. In embodiments, components of the modularsystems package may include sub-assemblies, sub-systems, components,modules and the like that may be adapted to be removed and replaced,while other sub-systems, components and modules remain in place. Forexample, interfaces between the various elements may be adapted tofacilitate ease of connection and disconnection of the elements duringassembly of the modular systems package 202 or in the field. Theseinterfaces may include various conventional electrical, mechanical anddata connectors, ports, adaptors, gateways, buses, conduits, cables, andthe like. References in this disclosure to the components of the modularsystems package 202 should be understood to include any of thereferenced items, except where context indicates otherwise.

In embodiments, a coating material may be applied to the modular systemspackage 202 and/or its components to protect against environmentalconditions, such as moisture, dust, dirt and debris that may penetratethe hub shell assembly 111. The coating material may conform to the hubshell assembly and/or to individual components to encase or otherwisecoat the coated components. The coating material may also protect theinternal components from impact.

The modular system package 202 may include a motor 204, a motor controlsystem 208, an electrical storage system, such as a battery system 210,a mechanical drive system 212, a control system 214, and accessory port218, which may include a hardware interface 232, such as a port (e.g., aUSB port) to provide support for an accessory device, such as providingelectrical power and/or a data connection to the accessory device. Theaccessory port 218 may be in communication with the battery system 210to receive power and be in communication with the control system 214.The accessory port 218 may include a short range wireless communicationssystem 220, a telecommunications system 222, a global positioning system224, an interface for a removable data storage device 228 (such as a USBstorage device), and/or other components.

The mechanical drive system 212 may include a pulley, chain, drive shaftor other interface to transmit a rotational input by a user. It shouldbe understood that various interfaces may be provided. If theelectrically motorized wheeled vehicle is a bicycle, it may also includea wheel hub gear system 234, or sprocket, connected to the motor 204.

The control system 214 may include one or more processing systems suchas micro-processors, CPUs, application specific integrated circuits,field programmable gate arrays, computers (including operating system,CPU, storage and other components, possibly include a hypervisor orother component for virtualization of functions. The processing systemsmay be configured to communicate with and control the motor controlsystem 208 and the battery system 210, as described in detail elsewhereherein, such as to implement various operational modes, features and thelike. The control system 214, may be referred to in some cases as acomputing system or as a control system, may further be configured toprovide and manage various communications and networking functionscommunicate with and control the telecommunications system 222, theshort range wireless communications system 220, the global positioningsystem 224, the removable data storage device 228, various networkingsystems (e.g., cellular, satellite and internet protocol-based networks)and others.

The telecommunications system 222 and the global positioning system 224may include a global positioning system (GPS) unit 224 or other locationpositioning technologies (e.g., using triangulation by cellular towerlocations, accessing a database of locations of installed devices, suchas wireless access points or infrastructure elements 252 (e.g., callboxes and traffic lights), or the like) that provide location and timedata. The telecommunications system 222 can provide access to mobile,cellular, Wi-Fi data networks and others. In embodiments, thetelecommunications system 222 includes a general packet radio service(GPRS) unit or other wireless technology that can provide access to 2G,3G, LTE and other cellular communications systems or other modes ofwireless communications. In embodiments, the telecommunications system222 and the global positioning system 224 may be integrated within thecontrol system 214.

The control system 214 may include processing capabilities for handlingthe collection of data from various sources, such as sensors, externaldata sources, external systems (e.g., traffic, weather, and othersystems that provide data about the environment of the user and systemsthat provide data about other wheels, such as fleet management or otheraggregate-based information), user input to user interfaces, and others.Processing data may include receiving, translating, transforming,storing, extracting, loading, and otherwise performing operations on thedata. Processing may include performing computations and calculations,executing algorithms based on inputs, and providing results, such as toother processing elements of the wheel, to users, to external systems,and the like. Processing may include modules for handling storagesystems that are local to the wheel or that are remote, such as cloudstorage or storage on a mobile device. Processing may also includehandling various interfaces, including managing data and electricalinterfaces, such as interfaces with a user interface on the wheel, auser interface of a device, such as a mobile device, that is used tocontrol the wheel, interfaces to storage systems, interfaces todatabases, and interfaces to external systems. The interfaces mayinclude application-programming interfaces, including ones that enablemachine-to-machine connections to external systems, to control devices,and to other wheels.

The battery system 210 can include one or more rechargeable batteries,one or more bulk capacitors (optionally including one or moresuper-capacitors), and/or a combination thereof. The battery system 210can be configured as a single, removable contoured battery assembly1352. The battery system 210 may have, or be associated with, a batterymanagement system 254, which may be part of, or in data communicationwith, the control system 214, to collect data related to the operatingstate of the battery system 210 (e.g., temperature, state of charge,voltage levels, current levels and the like) and to enable management ofthe wheel, including operating modes of the battery system 210. Thebattery system 210 may be configured as multiple, removable batteryassemblies, which can be controlled from individual battery managementsystems, or a central battery management system. It should be understoodthat the battery system 210 may be of various forms such as fuel cells,capacitors, etc.

The accessory port 218 may include various hardware interfaces 232, suchas ports that support devices that use such protocols as USB, USB 2.0,Thunderbolt, Dicom, PCI Express, NVMe, NFC, Bluetooth, Wifi, etc.Software, firmware, or the like may be handled by the control system 214to enable communication according to such protocols. The plurality ofaccessory ports 218 may, for example, accommodate a respective pluralityof sensors. In various embodiments the sensors may be in direct dataand/or electrical communication with the control system 214 or may beconnected through a facility such as a gateway (such as enabled by amobile device), network interface, switch, router, or othercommunications network facility. That is, sensors may be local to thewheel 100, vehicle or may be remote sensors in data communication withthe wheel, such as associated with a mobile device that is used tocontrol the wheel or an entirely external system.

The plurality of sensors may include environmental sensors 246 that areoperable to measure environmental attributes such as temperature,humidity, wind speed and direction, barometric pressure, elevation, airquality (including particulate levels and levels of specific pollutants,among others), the presence of chemicals, molecules, compounds, and thelike (such as carbon dioxide, nitrogen, ozone, oxygen, sulfur andothers), radiation levels, noise levels, signal levels (e.g., GPS signalstrength, wireless network signal levels, radio frequency signals, andthe like), and many others. Sensors may thus sense various physical,chemical, electrical, and other parameters.

The plurality of sensors may also include sensors operable to measurevarious properties and parameters related to the wheel and elements ofthe wheel, such as wheel rotation velocity, angular momentum, speed anddirection (forward and backward), acceleration, sensors to measure forceapplied to mechanical components and structures of the vehicle (such ashandles, pedals, the frame, the handlebars, the fork, the seat), such asto sense forces, weight, strain, stress, sources and direction of force,increases and reductions in force, and others.

In embodiments, forces are sensed with respect to user input, such asthe strength and direction of pedaling or braking by a bicycle user,using a hand brake or throttle on various kinds of vehicle, pushing oneor more ring handles of a wheelchair, pushing on handles of awheelbarrow, pulling on a handle of a wagon, or the like. For example, atorque sensor 238 may sense torque from pedaling input by a bicycleuser, data from which may be related to the control unit 214, which maycontrol the motor control system 208 of the wheel, such as moving thewheel faster as the user pedals faster. The plurality of sensors caninclude sensors for sensing fields and signals, such as radio frequency(RF), RADAR, SONAR, IR, Bluetooth, RFID, cellular, Wi-Fi, electricalfields, magnetic fields, and others. For example, such sensors canprovide functions to a vehicle that is provided with a sensor-enabledwheel 100, such as RADAR detection, communications detection, proximitydetection, object detection, collision detection, detection of humans oranimals, and others. The accessory port 218 may also supportsupplemental hardware 248 such as the introduction of one or moreaccessory devices such as a gyroscope, lighting systems (includingheadlights, taillights, brake lights, and the like), audio systems(e.g., with speakers), supplemental memory systems, USB-basedaccessories (e.g., charging systems for mobile devices), security oranti-theft devices, and many others.

With reference to FIG. 2B, a schematic of embodiments of the motorizedvehicle, in embodiments, includes elements of the motorized wheel hub110 enclosed in the hub shell assembly 111. In operation, a userprovides an input force delivered to a physical interface of themechanical drive system 212 (such as a pedal, handle, or the like). In abicycle type vehicle environment, a pedal and chain or belt drive themechanical drive system 212. Other embodiments are described inconnection with FIGS. 6-8.

The sensor system may include a force sensor 238, such as a torquesensor, that senses a force, such as the torque applied by the user tothe mechanical drive system 212 for subsequent communication to thecontrol system 214. As described later, this torque or other force maybe sensed in other connected structures. The control system 214 may beor include a microprocessor, CPU, general computing device, or any otherdevice that is capable of executing instructions on a computer readablemedium.

The control system 214 may also receive data from other sources, such asan accelerometer 242, an orientation sensor 244 and/or other suchsensors, either directly (such as through a direct connection to asensor), or through a network connection or gateway, an API, or throughan accessory port 218 (such as enabling access to the sensors ofaccessories, peripherals or external systems that connect to the wheelthrough the accessory port 218). Based on the calculation of, forexample, sensed torque, acceleration, motion, orientation, etc., thecontrol system 214 determines if power should be applied to a motor 204through a motor control system 208 to cause acceleration or decelerationof the wheel rim 104. Deceleration may be effectuated by application ofpower to the motor to generate a rotational force opposite that of thecurrent rotation, or by reducing the level of rotational force in thesame direction, such as in cases where the effects of gravity, friction,wind resistance, or the like are enough to induce deceleration on thevehicle in the absence of continued levels of rotational force.

The control system 214 may include one or more accessory devices,peripherals, or external systems in communication therewith. Suchaccessory devices may include, various sensors, such as environmentalsensors 246, and other sensors 247 which may sense various physicalparameters of the environment, in connection with the description ofsupplemental hardware 248 and infrastructure elements 232. The controlsystem 214 may process data collected and received from the varioussources and channels described throughout this disclosure, such as fromthe environmental sensors 246, other sensors 247, external devices, amobile device, a supplemental hardware device 248, one or more APIs forexternal systems 250, through various networking channels, such as fromservers, distributed storage systems, and the cloud, from force sensors,from user interface elements on the wheel, etc. The control system 214may store data, such as in local memory associated with the CPU of thecontrol system 214, a separate data storage system, a removable datastorage system 228, a server-based data storage system, and acloud-based storage system. The control system 214 may communicate thedata as required to the motor controller, and to the various othersystems with respect to which it is in data communication as noted above(e.g., the accessories, sensors, peripherals, servers, storage systems,mobile devices and the like). In embodiments, and as described in moredetail below, this may include communication of messages to the userthrough tactile input, such as a vibration, resistance, or the like,delivered to the user via the mechanical drive system 212. Data mayinclude location data, such as from a GPS unit 224.

The motorized wheel hub 110 may also communicate wirelessly with otherelements outside of the hub shell assembly 111 via a communicationsystem such as a telecommunication system 222, a wireless LAN system223, and/or a short range wireless system 220 that, for example, may bea Bluetooth system, an RFID system, an IR system, or the like. Also,other transceivers 226 may be used to communicate with any elementsoutside of housing 11. Communications may be undertaken using variousnetworking protocols (e.g., IP, TCP/IP, and the like), by applicationprogramming interfaces, by machine-to-machine interfaces, and the like.

The telecommunication system 222 may be a cellular mobile communicationtransceiver, which can communicate with mobile devices, servers, orother processing devices that communicate via a cellular network.

The wireless LAN transceiver 223 can communicate with various hosts,servers and other processing equipment through the Internet, such as toservers and cloud computing resources, such as when the motorized wheelhub 110 is within a wireless LAN area, such as near an access point,switch, router, base station, Wifi hot spot, or the like. This mayfacilitate the upload and download of data, such as new software orfirmware to any of the modular components to update the variouscapabilities of the wheel.

The short-range wireless system 220 may facilitate communication of themotorized wheel hub 110 either directly to an external system, a server,a cloud resource, or the like, or may facilitate communication via amobile device 230 not mounted to the motorized wheel hub 110, which mayserve as a gateway or bridge for communications between the motorizedwheel hub 110 and such external systems, servers, cloud resources, orthe like. The mobile device 230 may comprise any element or systemexternal to the motorized wheel hub 110 that can include a datacommunication interface to the motorized wheel hub 110, such as a smartmobile device, tablet, wireless appliance or the like. The mobile device230 may include an application, menu, user interface, or the like thatis adapted to control the wheel, or one or more functions or features ofthe wheel, such as displaying data from the wheel, data from sensors, orthe like, selecting modes of control or operation of the wheel,providing navigation and other instructions in connection with use ofthe wheel, and many other capabilities described in more detailthroughout this disclosure.

With reference to FIG. 3, the electrically motorized wheel 100 may beconfigured and/or controlled via the mobile device 230 which may includea microprocessor 302 a low battery light 304, a display 308 which mayinclude a touchscreen, a physical button 310, a short range wirelesscommunications system 312 such as wireless USB, Bluetooth, IEEE 802.11and others, and a connection status light 314, a telecommunicationssystem unit 318 such as a general packet radio service (GPRS) unit thatcan provide access to 2G and 3G cellular communications systems or othertypes of 2G, 3G and 4G telecommunications systems, an audio speaker 320,an warning light 322 and others.

The mobile device 230 is operable to wirelessly communicate with theelectrically motorized wheel 100, such as via the short-range wirelesscommunications systems 312, 220. The mobile device 230 may be operableto access, receive and display various types of data collected bysensors such as delivered through the accessory port 218 of theelectrically motorized wheel 100 or by other data collectioncapabilities described herein, and in embodiments may be used toconfigure the data collection processes. For example, the mobile device230 can be utilized to remotely configure the control system 214 andsensor systems of the electrically motorized wheel 100 to collectvarious types of data, such as environmental, location and wheel statusdata.

The mobile device 230 can also be utilized as an authentication key tounlock at least one feature of the wheel. For instance, as an owner ofthe wheel, the mobile device can be authenticated with the ownercertificate of the wheel, which would enable that owner to modify wheelsettings. Mobile devices owned by non-owners can be used to unlock thesame, or different features of the wheel. That is, a non-owner may berestricted from certain features.

The mobile device 230 can also be utilized to select and/or controloperational modes of the electrically motorized wheel 100. For example,a user can remotely configure the electrically motorized wheel 100 viathe mobile device 230 to operate according to one of a multiple ofpredefined modes. Alternatively, or in addition thereto, the mobiledevice 230 may be utilized as an interface to set or modify operationalparameters of a control algorithm during operation of the electricallymotorized wheel 100, thereby creating “new,” e.g., user tailoredoperational modes.

The mobile device 230 may also be configured to download new operationalmodes, applications and behaviors to control the electrically motorizedwheel 100. The mobile device 230 may also be configured as a gameconsole for gaming applications, provide a display for data updates fromthe electrically motorized wheel 100, operate as an interface to a fleetmanagement system, and others.

In embodiments the electrically motorized wheel may have a sensor systemto sense applied force, vehicle movement, and other data. Sensors mayinclude ones for sensing torque applied to electrically motorized wheel,sensors for measuring wheel rotation velocity, speed and direction(forward or backward), sensors to measure force applied to vehiclehandles, sensors on wheel fork to sense source/direction of forcereduction, and others. The detected forces and torque may be used tomanage energy generation, capture, storage and delivery based on torquedetected. User input may be applied to the electrically motorized wheelusing pedals on a bicycle or tricycle or a ring handle for a wheelchair.

With reference to FIG. 4A, a torque sensor system 238 for anelectrically motorized wheel 100 is constructed and arranged to measurea user torque applied to electrically motorized wheel hub gear system234. In embodiments, the torque sensor system 238 is constructed andarranged to measure a rotational velocity of electrically motorizedwheel hub gear system 234. The torque sensor system 238 includes aninner sleeve secured to electrically motorized wheel hub gear systemsuch as via welding such that the inner sleeve 240 rotates with theelectrically motorized wheel hub gear system 234.

In embodiments, the torque sensor system 234 further includes aproximity sensor 244 on the inner or outer sleeve 240, 242 so that thelateral displacement LD between the inner and outer sleeve 240, 242 canbe measured.

In embodiments, an interaction between the inner sleeve 240 and theouter sleeve 242 results in a lateral displacement of the inner sleeve240 with respect to the outer sleeve 242 such that a torque applied by auser is obtained from the lateral displacement such as via a proximitysensor 244. In other embodiments, the torque sensor system 238 includesa displacement sensor 248 with a spring/elastomer and a pressure sensorlocated on the outer sleeve 242.

In embodiments, the rotation of the inner sleeve 240 causes a ramp ofthe inner sleeve to ride up or down a ramp of the outer sleeve 242. Theinner and outer sleeves 240, 242 include opposing ramps 248 a, 248 b,which can affect a lateral displacement (“LD”) between the inner sleeve240 and the outer sleeve 242. For example, when a torque is applied toone of the inner sleeve 240 and outer sleeve 242, the inner sleeve 240can rotate R in a clockwise or counterclockwise direction with respectto the outer sleeve 242. The rotation R of the inner sleeve 240 causesthe ramp 248 a of the inner sleeve 240 to ride up or down the ramp 248 bof the outer sleeve 240. Accordingly, the rotation R of the inner sleeve240 can affect the lateral displacement LD between the inner sleeve 240and the outer sleeve 242. That is, as the ramp 248 a of the inner sleeve240 rides up the ramp 242 b of the outer sleeve 242, the lateraldisplacement LD between the inner and outer sleeves 240, 242 increases,and as the ramp 248 a of the inner sleeve 240 rides down the ramp 248 bof the outer sleeve 242, the lateral displacement LD between the innerand outer sleeves 240, 242 decreases.

In other embodiments a velocity sensor 250 includes a plurality ofmagnets provided in an alternating magnetic pole configuration on anouter surface of the inner sleeve 240 and a Hall Effect sensor. Inembodiments, the spring/elastomer mechanism being provided in acylindrical housing of the outer sleeve 242, and configured to provide agap region so that a notch of the inner sleeve 240 can be positioned inthe gap region.

The inner sleeve 240 can be provided with a notch 251 that can interfacewith a spring/elastomer mechanism 260 (FIG. 4D). The spring/elastomermechanism 260 applies a known force (i.e., by way of a known springconstant) on the inner sleeve 240 via the notch 251 of the inner sleeve240. Accordingly, a torque applied to one of the inner and outer sleeves240, 242 can be calculated from a combination of a measured lateraldisplacement LD and a known force applied to the notch of the innersleeve 240.

The torque sensor system 238 illustrated in FIG. 4B operates in asimilar manner as the torque sensor system 238 illustrated in FIG. 4A;however, the proximity sensor 244 of the torque sensor system 238illustrated in FIG. 4A is replaced with a displacement sensor 252 with aspring/elastomer 252 a and pressure sensor 252 b, or other technologiesfor measuring distance such as resistive, capacitive, or other types ofdistance measurement technologies.

With reference to FIG. 4C, a torque sensor system 238 can alternativelyor additionally include a velocity sensor system including one or moreHall Effect sensors 254 and a plurality of magnets 258. In embodiments,the magnets 258 are provided in an alternating configuration on an outersurface of the inner sleeve 240, and spaced apart by a predetermineddistance dl. That is, the magnets 258 provided on the outer surface ofthe inner sleeve alternate magnetic poles (e.g., N-S-N-S-N-S). In thismanner, a velocity measurement can be calculated based using a varietyof methods such as, number of magnetic poles measured per unit time, ortime elapsed between magnetic poles, and other principles using atime-distance relationship.

With reference to FIG. 4D the spring/elastomer mechanism 260 of a torquesensor system 150 can include first and second springs/elastomers 262and pressure sensors 268. The first and springs/elastomers 262 areprovided in a cylindrical housing 270 of the outer sleeve 242, and areconfigured to provide a gap region 264 so that the notch 251 of theinner sleeve 240 can provided in the gap region 264. As described above,the spring/elastomer mechanism 260 can apply a known force (i.e., by wayof a known spring constant) on the inner sleeve 240 via the notch 251.

The electrically motorized wheel 100 described above in connection withFIGS. 1A, 2A and 2B may be used to assist in powering a variety ofhuman-powered wheeled vehicles such as bicycles, tricycles, wagons,trailers, wheel barrows, push carts (e.g., medical carts, carts used infood preparation, food service and others, delivery carts, carts use tomove goods around warehouses and industrial facilities, etc.), cartsused in moving (e.g., to move furniture, pianos, appliances, and largeitems), riding toys, wheeled stretchers, rolling furniture, wheeledappliances, wheelchairs, strollers, baby carriages, shopping carts andothers.

In embodiments, such as for bicycles and tricycles, the electricallymotorized wheel 100 may be readily installed by a customer forconverting a vehicle to an electrically motorized vehicle viainstallation of the electrically motorized wheel. In these embodimentsthe electrically motorized wheel 100 may be attached to a vehicle usingthe existing attachment mechanisms. Embodiments may include a developerkit for adapting the electrically motorized wheel 100 to the hardwareenvironment of a specific non-electric vehicle such as a wheelchair,wheelbarrow, wagon and others.

The hardware developer kit facilitates attachment of sensor/peripheraldevices to an open serial port of the electrically motorized wheel 100.This data can then be transmitted to the mobile device and subsequentlyto the server for access by the API. Since the API is accessible,developers may take readings from the sensor/peripheral devices tothereby expand the sensing/functionality/features of the electricallymotorized wheel 100. Power for the sensor/peripheral devices may betheir own power source or supplied by the electrically motorized wheel100 either through a power connection internal to the electricallymotorized wheel 100 or though the power port that permits power to flowin either direction—in from a charger or out to an external device ifdesired.

The electrically motorized wheel 100 may be used to provide additionalmotive force and braking to various types of otherwise human onlypowered vehicles. Thus, an entire vehicle may be sold as an integratedproduct, including an appropriately designed electrically motorizedwheel 100.

With reference to FIG. 5 the electrically motorized wheel 100 may bepurchased and serviced at a traditional brick and mortar store 402 suchas a bicycle store, a hardware store, a store specializing in thevehicle to which electrically motorized wheel 100 is attached andothers, or by electronic commerce. Thus, an electrically motorized wheel100 may be provided as an individual element that can be attached to anygeneric vehicle, or it may be adapted for use with a wheel of aparticular vehicle. For example, many bicycles have unique designfeatures, colors, branding elements, or the like that can be matched, orcomplemented, by providing a electrically motorized wheel 100 that hasappropriately related aesthetic features.

In embodiments, additional hardware and software accessories,applications, and other features may be purchased either at traditionalbrick and mortar stores 402, online stores 404, mobile app stores, andothers. For example, a electrically motorized wheel 100 may be providedwith a unique identifier, such as a serial number stored in memory,which can be used as an identifier of the electrically motorized wheel100, the user, or the vehicle on which the electrically motorized wheel100 is installed, for purposes of various applications, includingnavigation applications, applications measuring exercise, trafficreporting applications, pollution-sensing applications, and others. Suchapplications may be provided, for example, on a mobile device thatpresents user interface elements that include, or that are derived from,data inputs from electrically motorized wheel.

In embodiments, data from the electrically motorized wheel may beuploaded to one or more application data servers 408 on the server 410via a wireless communications system 318 in the motorized wheel hub 110.The communication may include a relatively short-range wireless system220 to transmit the data to the mobile device 230 and thence from themobile device 230 to the server 410 via the wireless telecommunicationssystem 318. Data may alternatively or additionally be physicallytransferred from the electrically motorized wheel 100 to a localcomputer 412 via removable storage media 228 and from the local computer412 to the one or more application data servers 408.

In embodiments a standard interfaces may be provided for both thesoftware and hardware systems. An accessory port 218 (FIG. 2B) maysupport standard protocols such as USB, USB 2.0, Thunderbolt, Dicom, PCIExpress and others. These interfaces may facilitate the support ofaccessory devices and peripherals such as environmental sensors,gyroscopes, supplemental memory and others by providing power to operatethe accessory device and an interface for data transfer between theaccessory device and data storage in the motorized wheel hub 110.

In embodiments, data exchange may occur using a short-range wirelesssystem 220 such as wireless USB, Bluetooth, IEEE 802.11 and others. Dataexchange may alternatively or additionally be performed over long-rangewireless or telecommunications system 222 such as 2G, 3G, and 4Gnetworks.

In embodiments an API and/or software development kit facilitates accessto data storage and transfer of data over a wireless network to acomputer on a network, integration of sensor data with other datacollected simultaneously, use of processing and reporting functions ofthe sensor-enabled wheel (e.g., reporting energy used, charge status,miles traveled, data from environmental sensors, user-entered data, orother data), and others.

In embodiments, the API and/or software development kit facilitatessoftware and/or hardware access to the motor control system 208 of theelectrically motorized wheel 100 such as when power is applied toelectrically motorized wheel, when resistance is applied to electricallymotorized wheel, energy regeneration, power management, access to thesensor data collected, and others.

In embodiments, the electrically motorized wheel 100 may be purchasedthrough a variety of channels including online, specialty bicycle shops,and others. Further, online stores 404 may provide for purchase of“applications” or “behaviors” that leverage the hardware and softwareAPIs to provide unique user experiences. These behaviors may bepurchased online and downloaded to the electrically motorized wheel 100through a short-range wireless connection 220 or via a standard hardwareinterface such as a cable that plugs into an appropriate port.Applications may include gaming, fleet management, rental management,environmental sensing and management, fitness, traffic management,navigation and mapping, social interface, health management, and others.

Many vehicles, either individually or those within a common fleet, mayemploy the electrically motorized wheel. As the vehicles are movingaround various locations, the electrically motorized wheel may beutilized to sample the environment. The data collected can thus beutilized to provide a spatial and temporal indication of variousparameters that are sampled.

In one example, current temperature data is sampled over the areacovered by the vehicles at the location of each of the vehicles. As thevehicles move from location to location, a collection of such data is arepresentation at different locations over time. This may be expanded tonumerous parameters sampled by numerous vehicles over time to monitormulti-dimensional phenomena to facilitate the generation of models thatcontain multivariate data, and other scientific uses such as forpredicting future environmental conditions.

In another example, data may be collected and processed to profile theuser. That is, as the vehicles move from location to location, acollection of data is generated to indicate how specific users operatethe vehicle. Such data may facilitate generation of a feedback loop thatmay be utilized to improve infrastructure development, (e.g., trafficlights and municipal networks). The data may also be utilized toindicate to the user, for example, more efficient operations of thevehicle, e.g., recommended mode utilization.

The data may also be utilized to interact with a transportation to alertother vehicles such as smart cars to the presence of the vehicle withthe electrically motorized wheel 100 as well as alert the user of theelectrically motorized wheel 100 to the presence of the other vehicles.

The electrically motorized wheel 100 may additionally support aplurality of sensors that collect and process attributes related to thevehicle and the electrically motorized wheel 100 itself such as torqueapplied, velocity, “steadiness” of the vehicle, acceleration of thevehicle, usage of vehicle including time, distance, and terraintravelled, motorized assistance provided, available battery power, motortemperature, etc.

The electrically motorized wheel 100 may also include a data collectionplatform for integrating and analyzing the data collected by theplurality of sensors. In embodiments, the collected data may beintegrated with data from a plurality of other electrically motorizedwheels 100 as well as data from 3^(rd) party sources such as trafficdata systems, geographical information systems (GIS) databases, trafficcameras, road sensors, air quality monitoring systems, emergencyresponse systems, mapping systems, aerial mapping data, satellitesystems, weather systems, and many others.

This combined data may then be integrated and analyzed onboard theelectrically motorized wheel 100, off board the electrically motorizedwheel 100, or a combination thereof. Such combined data leverages thesensor data collected by the plurality of vehicles traversing arelatively large geographic area and correlates the terrain traversed totime. This readily facilitates determination of a variety of insights asthe plurality of electrically motorized wheels 100 essentially operateas distributed sensor network to provide sensor data for aggregation andinterpretation. For example, the plurality of wheels, or a specificsubset thereof, may be viewed in the aggregate to determine the bestbicycling routes through a city, to promote the collective health ofusers (such as by routing away from areas with low air quality), and thelike.

In embodiments, the telecommunications system and the global positionalsystem may transmit data and/or communicate with infrastructure, othervehicles, or non-infrastructure entities in the surrounding environment.This data transfer or communication can alert the vehicles of apotential collision, cause traffic lights to switch, etc.

The data collected from the plurality of electrically motorized wheels100 and viewed in the aggregate to may facilitate the generation ofdetailed analyses and maps 406. The maps 406 may be utilized to depict,for example, environmental phenomena that vary over space and time. Thisdata can be overlaid on existing street patterns, land use maps,topographical maps, population density maps and open space maps creatinglayered maps which may be accessed through mobile devices or a webpageand which provide an overview of environmental conditions in real time,as well as historical data detailing past conditions or predictions offuture conditions.

These layered maps may be used as a tool with which cities, businesses,and/or individuals may, for example, monitor environmental conditions;facilitate determination of future environmental and traffic policydecisions such as the planning of new roads and paths; planning ofcommercial real-estate development; positioning of new cell towers andnetwork repeaters; real time traffic analysis; the study of phenomenalike urban heat islands, emergency preparedness; noise and environmentalpollution; and when planning the least polluted routes through cities.

For example, data collected relative to wind speed and direction may beused to understand airflow through a city and used to map the impact ofa dirty bomb and how it might disperse through a city. Data collectedrelative to signal strength and traffic patterns may be utilized tofacilitate wireless companies in decisions regarding the placement ofnew cell towers. Temperature data collected over time may lead to thecreation of urban gardens to ameliorate urban heat islands. Data relatedto global position and elevation may be used to provide ground truth forexisting maps. Data related to traffic patterns may be used in planningof new commercial locations and store layouts. For example, bar graphs407 may be overlaid onto a street map 406 to indicate high trafficareas, slow commute areas, high pollutant conditions, etc.

Aggregated data may also be used to facilitate improved real-timenavigation, adjust real-time traffic patterns, divert bicycle traffic toother areas of the city, etc.

In embodiments, a multi-user game system permits users of vehicleshaving one or more electrically motorized wheels 100 to exchange datasuch as location, distance, torque applied, effort expended, distancetravelled, total change in elevation, calories burned, heart rateelevation, environmental data collected and others.

In one example, a remote racing game may leverage the control systems ofthe individual electrically motorized wheels 100 and the localenvironmental data to modify the electrically motorized wheel 100behavior in conjunction with the local terrain in such a way thatplayers in different locations experienced a common effort of attemptingto bicycle up a hill while riding across terrain that varied amongplayers based on location. In embodiments the ability to modify theelectrically motorized wheel 100 behaviors might be used to handicapusers of difference skill levels.

Embodiments may include achievements, which may be unlocked after userssurpass certain thresholds. For instance, a user could get a medal afterriding 1000 miles. Achievements may include other distance thresholds,calorie thresholds, number of trips, number of cities, number offriends, power generated, and others.

Embodiments may include a system for targeting commercial opportunitiesto users wherein the offer is partially based on the location of theelectrically motorized wheel 100. Embodiments may include a variant ongeo-caching where the users visit specified geographic locations. Thedata collection system would be collecting data location and time andusers would be able to compare locations visited and when.

In embodiments, profiling a user of the electrically motorized wheel mayinclude assessing a user's current physical capabilities and monitoringthe user's physical capabilities over time to facilitate identificationof trends. Data collected may include torque applied, distance traversedover time, stability of electrically motorized wheel 100 and others. Itshould be understood that various sensors including heart rate sensorsmay be utilized to profile a user operating the electrically motorizedwheel.

Analysis may be performed to sense changes in mobility patterns such asfrequency, force applied, distance travelled, steadiness, times of daysystem accessed and others. Small changes in these measurements may beused to sense long-term, slowly developing diseases, such as Parkinson'ssyndrome, which are typically difficult to sense because the change inuser capabilities is gradual over an extended period of time. This datamay be provided directly from this system into an electronic medicalrecord, EMR, or associated with an individual's healthcare data. Thedata may be aggregated with data from a plurality of other electricallymotorized wheels 100 to provide data sets for public health analysis.

An example, data gathered from the electrically motorized wheel thatfacilitates physical therapy is the direct power the person's legs canoutput as compared to conventional sensors which may only measure stepstaken and heart rate. The data gathered from the electrically motorizedwheel may thereby be utilized to detect how the person's leg muscles arechanging over time because torque is directly detected through thetorque sensor.

In embodiments techniques such as collaborative filtering may be used tosort through different options, then suggest to one user options used byother users that are determined to be most similar to that user.Statistical techniques for sensing similarity may be performed, based oncorrelations, e.g., based on matrices of the “distances” between userswith respect to various defined attributes that can be measured orderived based on the data collected by electrically motorized wheel orentered by the user. Thus, users who are similar to each other may bepresented with similar applications, user interfaces, drive modes,navigation options, and others. For example, two users who regularlyride similar routes may be utilized to identify that one route issubstantially faster given similar exertion/less hilly/fewerstops/intersections, etc. Such route comparison may be utilized tosuggest a different route to the user of the slower route

In an embodiment, data may be collected from a fleet of vehicles such asdelivery vehicles, messenger services and others. Data collected may beanalyzed and synthesized to facilitate a dispatcher in optimizingroutes, schedules, estimating deliver times and others based on userfitness levels, terrain covered during current excursion includingmileage, elevation change, level of assistance already provided,remaining battery life, current location, and terrain along proposedroutes and others.

Data aggregated from public or private fleets may be analyzed todetermine when bicycles need to be taken in for service, where bikeracks should be located, where charging stations should be located, howmany bicycles are in service at any given time, and other usefulscenarios.

In embodiments, the electrically motorized wheel 100 may be installed onstore shopping carts. The electrically motorized wheel 100 mayassistance shopper shoppers needing additional assistance, forspecialized large, heavier carts such as those adapted for shopping withchildren, as the cart increases in weight, and others. The datacollected may include aisles traversed, time spent in which aisles,where along the aisle vehicle stop, and other such data. This data maybe used to map the traffic flow through a store to facilitate planningfor product placement, improved store layout and others.

In embodiments, the hardware API may facilitate hardware plug-ins tofurther modify the performance of the vehicle on which the electricallymotorized wheel 100 is mounted. That is, the hardware plug-ins mayinclude options, upgrades or other selectable accessory devices thateach particular user may select and readily install, i.e., “plug-in” totheir electrically motorized wheel 100.

In embodiments, the hardware plug-in may be a gyroscopic sensor thatplugs into an electrically motorized wheel 100 on a bicycle tofacilitate the performance of “wheelies” or other tricks. The gyroscopicsensor may be used to determine the orientation of electricallymotorized wheeled vehicle. Several gyroscopic sensors may be used todetermine the orientation of the vehicle in several dimensions. If theseare monitored over a period of time, the stability of the vehicle may bedetermined.

Data from the hardware interface may be processed by the mobile device230 (FIG. 3), and/or transmitted via the mobile device 230 to a serverfor processing. Data from the hardware interface may alternatively oradditionally communicate directly from the electrically motorized wheelto a server using long-range wireless or telecommunications system suchas 2G, 3G, and 4G networks. Further, the processed data may becommunicated back to the electrically motorized wheeled vehicle to forma feedback loop to facilitate operation of the electrically motorizedwheeled vehicle, each vehicle within a fleet, and/or other electricallymotorized wheeled vehicles that may benefit from the collected data.

The accessory port 218 may support one or more sensors that are operableto measure environmental attributes such as temperature, humidity, windspeed and direction, barometric pressure, elevation, air quality, thepresence of chemicals such as carbon dioxide, nitrogen, ozone, sulfurand others, radiation levels, noise levels, GPS signal strength,wireless network signal levels and others. The data collected by thesensors may be stored locally on the electrically motorized wheel ortransmitted wirelessly to a remote system such as a network computer.Data stored locally on the electrically motorized wheel may later betransmitted wirelessly or otherwise transferred from the electricallymotorized wheel to one or more application data servers 408. The datacollected by the sensors may be stored in conjunction with additionalcontextual data such as the date and time data was collected, the GPSlocation associated with particular data, other data collected at thesame time, date, location and others.

In embodiments the electrically motorized wheel 100 may be equipped witha system to alert users of objects in close proximity, thus enhancinguser safety. In embodiments, the system may utilize the accessory port218 to support a proximity sensor such as an optical sensor, anelectromagnetic proximity-sensing detector, or the like. The proximitysensors facilitate detection of objects that approach the vehicle onwhich the electrically motorized wheel 100 is mounted, such as frombehind or from the side, then display data or warnings on the mobiledevice 230.

The proximity of an object which is detected by the proximity sensor maybe used to trigger automated actions as well, including decreasingspeed, electronic braking, increasing speed, or triggering actions toconnected peripheral devices, such as headlights, blinkers, hazardlights, personal electronic devices, bells, alarms, protectiveequipment, and others.

Proximity sensors may be mounted within the motorized wheel hub 110adjacent to a window that allows an optical beam, an electromagneticbeam, or such transmission to pass through a static portion of the hubshell assembly 111. Alternatively, RADAR, SONAR or other beams may passdirectly through the hub shell assembly 111.

The proximity sensors may communicate with the mobile device 230 toprovide an alert to the user when an object is detected within a certainthreshold distance. This alert may be conveyed using one or more ofaudible, visible, and tactile methods. This alert may be incorporatedinto the electrically motorized wheel 100 such as by shaking the vehicleor communicated to another device mounted elsewhere on the vehicle suchas the mobile device 230, a GPS unit, a smart mobile device, tablet orthe like. The proximity data may be transmitted using short-rangewireless technologies such as wireless USB, BlueTooth, IEEE 802.11 andothers.

With reference to FIG. 6A, another disclosed embodiment of anelectrically motorized wheel is illustrated herein as a wheelchair 600retrofitted with at least two electrically motorized wheels 620 that aredaisy chained one to another. Although this embodiment has specificillustrated components in a wheelchair embodiment, the embodiments ofthis disclosure are not limited to those particular combinations and itis possible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

The electrically motorized wheel 620 includes a multiple of motorizedwheel hubs 610 comparable to those described above but theseelectrically motorized wheels 620 are daisy changed together. “Daisychained,” as described herein, indicates operation of the plurality ofelectrically motorized wheel 620 in concert, serial, parallel or othercoordination. That is, the multiple of motorized wheel hubs 610 maycommunicate one to another in a “daisy chain” or other distributedinterparty communication, and/or may be individually controlled directlybut with regard to others.

A plurality of electrically motorized wheels 620 may be daisy changedtogether via a daisy chain protocol operable on the control system 214.The daisy chain protocol may be software resident on the control system214 or may be effectuated via a hardware device that plugs into each ofthe plurality of electrically motorized wheels 620 to coordinateoperation of the plurality of electrically motorized wheels and therebyfacilitate operation of the vehicle. For example, should a user input becommunicated to one electrically motorized wheel 620 the otherelectrically motorized wheel 620 daisy chained thereto may rotate in anopposite direction to perform a pivot-in-place of the vehicle to whichthe daisy chained wheels are installed. It should be understood thatalthough a wheelchair is illustrated, various other vehicles may utilizedaisy chained electrically motorized wheels.

For example, power can be shared between daisy chained wheels through awired interconnection. Adjustments may be performed locally on eachwheel but may be compensated appropriately and smoothly in another daisychained wheel. Alternatively, adjustments could also be made inparallel.

For example, wheels may be daisy-chained by different firmware and acable that ties all the CAN interfaces together. The firmware could haveone of the wheels be a central controller communicating with all theother wheels. Alternatively, control could be distributed, each wheeldetermining its own command but in-part based on the commands of theother wheels. It is also possible to add an external controller thatperforms coordination of the wheel command. For example, a plug may beconnected to an accessory port in each of the wheels to be daisychained.

Power may flow either in or out of the power port. The direction of flowis based upon what is connected, e.g., a charger will push current in,and a load will draw current out. The battery management system controlswhen the power port is open. For example, the power port opens when itdetects a charge or when directed by the main wheel electronics, whichthereby permits an external device to be powered. For example, a ridermay connect an external device that needs power, and use an app tocommand the power port to turn on.

With reference to FIG. 6B, one or more forces are applied (f_(a)) toelectrically motorized wheeled vehicle that pass through the rigid bodyto a axles 608 upon which the electrically motorized wheels 620 aremounted. The forces provided to the vehicle (f_(a)) should be absorbedinto the translational motion of the vehicle and the rotational motionof the electrically motorized wheel 620.

For force analyses purposes, the electrically motorized wheelchair 600is assumed to be a rigid body. The force of earth (f_(e)) presents anequal and opposite reactionary force where the tire 602 meets theground. This reactionary force is exerted onto electrically motorizedwheel tangentially at a distance R equal to the radius of theelectrically motorized wheel 620 from the axle 608 causing a rotationalapplied torque (T_(a)) on electrically motorized wheel in a forwardrotational direction equal to T_(a)=f_(e)R. There is a frictional force(f_(f)) exerted between the axle 608 and bearings 618 that resistsmotion. (This represents the frictional force for all wheels on thevehicle.) The frictional force (f_(f)) at the bearings 618 causes africtional torque of t_(f)=f_(f)r resisting rotation. This torque(t_(f)) can be replaced by an equivalent torque of a force (F_(f))applied at a radius R. Therefore, F_(f)=−f_(f)(r/R). Electricallymotorized wheels rotate when the force provided by the user f_(a)exceeds the frictional, gravitational (incline) forces, and aerodynamicforces which are often negligible at wheel chair speeds.

The rolling force F_(r) resisting rotation of the tire 602 is small andmay be ignored for these calculations, (as are other small forces).

F_(i) is the amount of force required to push the vehicle up an inclinedangle q.

The excess force over and above those described above, is expressed inacceleration of the vehicle, a. The force causing acceleration of thevehicle is described by the mass of the vehicle multiplied by theacceleration of the vehicle.F _(acc) =ma.

Therefore, the total force applied to the vehicle fa is used to overcomethe force of friction F_(f), the force required to rolling of the tiresF_(r), the force to move up an incline F_(i) and the force foracceleration F_(acc).f _(a) =F _(f) +F _(r) +F _(i) +F _(acc)f _(a) =F _(f) +F _(r)+tan(q)/mg+ma

(where q is the angle of incline.)

Since the force required to roll the tires is assumed negligible, thisterm drops out.f _(a) =−f _(t)(r/R)+tan(q)/mg+ma

When the applied force (f_(a)) exceeds the force of friction (F_(f)),the force of tire rotation (F_(r)) the force due to moving up an incline(F_(i)) it causes acceleration of the electrically motorized wheel 620in a forward direction. Therefore, by knowing the force of frictionf_(f) due to electrically motorized wheel bearings, the radius r of thebearings, the radius R of electrically motorized wheel, the mass m ofthe vehicle and sensing the angle of incline q and the acceleration a,one may approximate the user input force f_(a). This may then be used asan input to determine electric power to be provided to the electricmotor in embodiments. Therefore, sensors are required to measureacceleration, and incline of the vehicle. An estimate is required forthe frictional force and possibly the tire rolling force (to be moreexact). Weight (and therefore mass) could be an initial given parameter,or it can be a measured parameter.

The electrically motorized wheel 620 is accelerated when the user forcef_(a) is applied to the axle 608. This force is applied to the ends ofthe axle as the electrically motorized wheel is mounted between the endsof the axles. If the axle is accelerated in a forward direction, thetranslational inertia of electrically motorized wheel causeselectrically motorized wheel to resist a change in velocity, causing aforce on the axle between the ends opposite the direction ofacceleration. This may cause a slight flexing, bending or displacementof the axle 608 proportional to the force being exerted upon the axle608. Pressure may be measured between the axle and the electricallymotorized wheel 620 as an input. A forward acceleration on the ends ofthe axle 608 causes electrically motorized wheel to exert a rearwardforce of the middle of the axle 608 causing it to flex or bend slightlyto cause the spacing between the axle 608 and electrically motorizedwheel structures to change. Sensing these changes will assistance themotorized wheel hub 610 in sensing that a user intends to moveelectrically motorized wheelchair 600 forward. This may be used inembodiments for sensing input force applied to the vehicle f_(a).Similarly, stopping the electrically motorized wheelchair 600 moving ata given speed causes the opposite forces on the axle 608 indicating thatthe user intends to slow or stop electrically motorized wheelchair 600.

The friction of the bearings (f_(f)) of a rotating wheel cause torsionof the axle 608. This torsion may be measured and used to signal thatthe user is trying to accelerate forward. A reduction in this torque, oran opposite torque sensed at the axle 608 would cause the indicationthat a moving wheelchair 600 should be slowed or stopped. If the forceon electrically motorized wheelchair 600 is sensed to be in a reversedirection and electrically motorized wheelchair 600 is moving in areverse direction (determined by sensors) then the motorized wheel hub610 determines that the user intends to accelerate in the reversedirection. Therefore, the force applied to the vehicle may bedetermined.

By monitoring various motion and acceleration parameters and theforces/torque applied, outside forces applied to the vehicle (bothpositive and negative) may be estimated. The estimated outside forcesare then used to power the electric motor in a direction in which thevehicle is moving or in a direction opposite the direction the vehicleis moving, causing a braking effect or acceleration in a reversedirection.

In embodiments, the user may also operate the electrically motorizedwheelchair 600 by rotating the electrically motorized wheels. A ringhandle 606 is attached to the motorized wheel hub 610. Typically, a userrotates ring handle 606 to cause electrically motorized wheelchair tomove in one direction or rotates the ring handle 606 of each wheel in anopposite direction to cause the electrically motorized wheelchair 600 topivot. It should be understood that in this vehicle embodiment, the ringhandle 606 is the user input and, in contrast to a bicycle embodiment,is typically rotationally fixed rather than mounted via a freewheeltypical of a bicycle. That is, the ring handle 606 is the mechanicaldrive system 612 for the electrically motorized wheel 620.

In embodiments, the torque sensors 638 are attached between theelectrically motorized wheel 620 and the ring handle 606 to measure theuser input such as a rotation, torque or other input. Since the ringhandle 606 does not freewheel, the user input may be related to anapplied torque. For example, a rim torque transceiver 640 transmits thesensed torque to the motorized wheel hub 610. The motorized wheel hub610 then determines which direction the user is attempting to move andassist in that direction. If the torque sensors 638 sense that the useris attempting to slow using the ring handle 606, the motorized wheel hub610 determines that a braking force is necessary.

By causing power to be provided urging the electrically motorized wheel620 to drive in a direction opposite that of the direction currentlymoving, a braking effect is effectuated. Various other types of vehiclesmay provide power in a manner similar to a wheelchair, such as varioustypes of push carts used in medical, food service, moving, warehouse andsimilar applications, various riding toys, and other applications wherewheeled devices or vehicles are pushed or pulled by human power.

With reference to FIGS. 7A and 7B, an example wheelbarrow 700 isretrofitted with an electrically motorized wheel 720. Although thisembodiment has specific illustrated components in for a wheelbarrow, theembodiments of this disclosure are not limited to those particularcombinations and it is possible to use some of the components orfeatures from any of the embodiments in combination with features orcomponents from any of the other embodiments.

The electrically motorized wheel 720 includes a multiple of motorizedwheel hubs 710 comparable to those described above but that are daisychanged together. That is, the plurality of electrically motorizedwheels 720 operate in concert. The motorized wheel hub 710 rotatesaround an axle 708 that is fixed relative to a handle 712 (FIG. 7C).

The electrically motorized wheelbarrow 700 may have comparablefunctionality to that described above with the exception that theattitude may be determined differently as the electrically motorizedwheelbarrow is typically designed to be tilted when in operation andlevel when not being used. Therefore, additional sensors may be used todetermine the tilt relative to the ground and the inclination of theground relative to a vertical line (representing direction of gravity).This can be done by measuring the distance from the front of the hub tothe ground and the back of the hub to the ground and sensing adifference in distance between these. The vertical line may bedetermined by various known means, such as using gravity. Together thesecan be used to determine the incline angle of a hill up whichelectrically motorized wheelbarrow is travelling.

In embodiments, an axle transceiver 715 is utilized to transmit datafrom the handle 712 via axle force sensors 714 in communication with thecontrol system 214. The handle 712 may alternatively include handlesensors 718 adjacent to the handles 712 to facilitate differentiatingwhether differential forces between the axle 708 and wheel hubs 710 isthe result of force applied to one or both handles 712, or, for example,a change in terrain elevation. Data sensed by handle sensors 718 may betransmitted via a handle transceiver 719 to the control system 214 whichmay then determine which direction the user is trying to move andassistance in that direction.

For example, were the electrically motorized wheelbarrow 700 be movingwhile the input from the axle force sensors 714 and the handle sensors718 are interpreted to be an attempt to slow the electrically motorizedwheelbarrow 700, the control system 214 may determine that a brakingforce is required. Power is then provided to the motorized wheel hub 710urging the motorized wheel hub 710 to drive in a direction opposite thedirection of movement to cause a braking effect. This braking effectwill facilitate stopping of the electrically motorized wheelbarrow 700.

With reference to FIG. 8, in embodiments, a wagon 800 has installedthereon one or more electrically motorized wheels 820 with a motorizedwheel hub 810 comparable to those described above. Although thisembodiment has specific illustrated components in a wagon embodiment,the embodiments of this disclosure are not limited to those particularcombinations and it is possible to use some of the components orfeatures from any of the embodiments in combination with features orcomponents from any of the other embodiments.

A user pulls a handle 812 of the wagon 800, which transmits the pullingforce to an undercarriage 809 of the wagon 800 to which the electricallymotorized wheels 820 are mounted.

Again, the wagon 800 is assumed to be a rigid body, such that thepulling force applied to the handle 812 is also applied through thewagon 800 and to axles 808. Each axle 808 and electrically motorizedwheel 820 mounted thereto interact in a manner comparable to that of theelectrically motorized wheelbarrow 700. As indicated, the determinationof the force being applied on the wagon is based upon one or more inputsprovided to the control system of the motorized hub.

In embodiments, a handle sensor 818 that measures magnitude, applieddirection and applied force at the juncture of the handle 812 and theundercarriage 809. A transceiver 819 coupled to the handle sensor 818transmits the force data to a control system 214 of the electricallymotorized wheel 820. Based on the received data, the control system 214operates to assist, for example, application of a positive force in thedirections of motion, a braking force applied opposite the direction ofmotion, and relative motion such as to facilitate turning.

Even though the electrically motorized wheel has been described inconnection with retrofitting a wagon, other vehicles such as a traileror other wheeled vehicle that are pulled may be retrofitted in acomparable manner.

With reference to FIG. 9A, embodiments of an electrically motorizedwheel 900 (FIG. 9B) generally includes a static system 902 (FIG. 9C), arotating system 904 (FIG. 9D), a battery system 906 (FIG. 9E), anelectric motor 908 (FIG. 9F), a mechanical drive system 910 (FIG. 9G), asensor system 912 (FIG. 9H), a control system 914 (FIG. 9H), a hub shellassembly 916 (FIG. 9I), a multiple of spokes 918, a rim 920, a tire 922,a shaft 924, and a free hub torque assembly 926 (FIG. 9G). It should beunderstood that, although particular systems and components areseparately defined, each, or any, may be otherwise combined or separatedvia hardware and/or software except where context indicates otherwise.Further, although this embodiment has specific illustrated components ina bicycle embodiment, the embodiments of this disclosure are not limitedto those particular combinations and it is possible to use some of thecomponents or features from any of the embodiments in combination withfeatures or components from any of the other embodiments.

The static system 902 and the rotating system 904 are arranged around anaxis of rotation A of the electrically motorized wheel 900, and thestatic system 902 is coupled to the non-motorized wheeled vehicle via atorque arm assembly (or via torque transmitting features designed intothe axle) 928 (FIG. 9I) such that the rotating system 904 is rotatablerelate to the static system 902. The electric motor 908 is selectivelyoperable to rotate the rotating system 904 relative to the static system902 to drive the spokes 918, the rim 920, and tire 922 thereof.

The mechanical drive system 910 is coupled to the rotational system 904to rotate the rotational system 904 in response to an input applied bythe user such as a pedaling input, ring handle of a wheelchair, pushingof a handle, pulling of a handle, etc. In a bicycle embodiment, themechanical drive system 910 may include a multiple of sprockets for amulti-speed wheel 900A (FIG. 9A, 9B, 10A), often referred to as a“cassette,” or a single sprocket for a single speed wheel 900B (FIG.10B) that receive a rotational input from a pedaling input via a chainor belt.

The sensor system 912 may be operable to identify parameters indicativeof the rotational input, such that the control system 914 incommunication with the sensor system 912 is operable to continuouslycontrol the electric motor 908 in response to the input, such as thatinduced by a user pedaling. That is, the control system 914 is incommunication with the sensor system 912 to continuously control theelectric motor 908 even if the control momentarily results in no powerbeing exerted by the electric motor 908. The battery system 906 iselectrically connected to the control system 914 and the electric motor908.

In embodiments, the battery system 906, the electric motor 908, themechanical drive system 910, the sensor system 912, and the controlsystem 914, are contained with the hub shell assembly 916 (FIG. 9I). Thehub shell assembly 916 may thereby be a device readily installed into anon-motorized wheeled vehicle through, for example, installation ontothe spokes or rim of the electrically motorized wheel to provide anelectrically motorized wheeled vehicle. Alternatively, the hub shellassembly 916 with the enclosed battery system 906, electric motor 908,mechanical drive system 910, sensor system 912, and control system 914may be preinstalled on the electrically motorized wheel 900 to provide aself-contained device inclusive of the spokes 918, the rim 920, and thetire 922, such that an entire wheel of the vehicle is replaced by theelectrically motorized wheel 900. That is, all operable componentry ison the electrically motorized wheel 900 itself and is installed as aself-contained device that does not require further modification of thevehicle.

With reference to FIG. 9I, the hub shell assembly 916, according toembodiments, generally includes a drive side shell 940, a non-drive sidering 942, a removable access door 944, a user interface system 948, andthe torque arm assembly 928. The hub shell assembly 916 is definedaround the axis of rotation A defined by a shaft 924.

In embodiments, the hub shell assembly 916 contains a contoured batteryassembly 1016 of the battery system 906 that contains a multiple ofbattery packs 962 (FIG. 9E) defined as a ring around the axis “A.” Thebattery system 906 in embodiments is rotationally stationary, however,the battery system 906 may, alternatively rotate within the hub shellassembly 916. It should be understood that various shaped battery packs,e.g., linear, arced, circular, cylindrical, “L,” “T,” etc., may becombined or otherwise assembled to achieve a desired configuration, suchas an essentially scalloped shaped contoured battery assembly 1016 thatis passable through a contoured inner periphery 954 of the non-driveside ring 942.

The drive side shell 940 is a generally circular, lens-shaped shellchassis that supports the mechanical drive system 910. The mechanicaldrive system 910 may include a free hub torque assembly 926 and the freehub sensor system 912 (FIG. 9G). The convex contour of the drive sideshell 940 may be defined to specifically accommodate the mechanicaldrive system 910. For example, the multi-speed hub 940A may berelatively flatter than the single speed hub 940B (FIGS. 10A, 10B).

With continued reference to FIG. 9I, the non-drive side ring 942typically includes a multiple of spoke interfaces 952 such as arcuategrooves to receive the spokes 918. The non-drive side ring 942 is heldin contact with the drive side shell 940 via the tension of the spokes918, fasteners, or a combination thereof. A contoured inner periphery954 of the non-drive side ring 942 matches an outer contoured periphery958 of the door 944 such that the door 944 is readily removed withoutdespoking or delacing to access the contoured battery assembly 1016 thatcontains the multiple of batteries packs 962 of the battery system 906.

In one example, the contoured inner periphery 954 may be scalloped andthe contoured battery assembly 960 may be formed of a multiple ofcircumferential segments to facilitate removal. An inner periphery 970of the removable access door 944 may be circular to receive the userinterface system 948. As will be further described, the user interfacesystem 948 is mounted to the static system 902 and may include, forexample, a power port, on/off switch, status lights, etc.

With reference to FIG. 11A, a torque arm 1100 provides a substantiallyrigid mechanical connection between the stationary portion of the hubassembly and the frame of the vehicle on which the electricallymotorized wheel is mounted, thereby maintaining the stationary portionin a fixed position relative to the frame of the vehicle. As variousbicycle frames have various rear drop-outs (where the axle fits theframe) one challenge is how to transfer the torque to the frame as in anon-motorized vehicle, the frame of reference is the pedal, and forwardforce is resisted.

The torque arm 1100 generally includes a ring portion 1102, an armportion 1104, and a hinge portion 1108 (FIG. 11B) that extends from thering portion 1102. An inner periphery 1112 (FIG. 11C) of the ringportion 1102, and an increased diameter shaft section, may benon-circular, e.g., oval or polygonal to rotationally key the torque arm1100 to the shaft 924, yet permit the torque arm 1100 to pivot relativethereto.

The hinge portions 1108 extend from the ring portion 1102 to interfacewith respective indentations 1114 in the user interface system 948 (FIG.11D). The hinge portion 1108 defines a pivot for the torque arm 1100such that the arm portion 1104 may interface with a frame member 1120,and alternatively, may be secured thereto via a clamp 1052. It should beunderstood that various clamps and other interfaces may be utilized tosecure the arm to the frame member 1120 as well as positionalrelationships that do not require a clamp such as that which locates thearm portion 1104 to rotationally ground the static system to the framemember 1120.

The hinge portions 1108 further permit the design of other torqueresisting interfaces other than the illustrated torque arm 1100 designthat couples the non-rotating parts to a bike frame. For example amanufacturing tester might have a complete differently shaped reactiontorque mount that utilizes the same mating features.

A lock nut 1130 may include a non-planar surface 1132 (FIG. 11E) such asa concave, conical, arcuate, or semi-spherical surface to interface witha related convex, conical, arcuate, or semi-spherical surface 1015 (FIG.11C) to accommodate any angle of the torque arm 1100 with respect to theshaft 924 to interface with the frame member 1120 (FIG. 11A).

The torque arm 1100 facilitates accommodation of different bicycleframes, is rotatable when aligning the electrically motorized wheel tothe bicycle frame during install, then pivot outwards or inwards withrespect to the electrically motorized wheel, such that the torque arm1100 remains directly under the frame member 1120 onto which theelectrically motorized wheel is installed. This facilitates effectivetorque transfer and uncomplicated installation of the electricallymotorized wheel. Further, although this torque arm embodiment hasspecific illustrated components in a bicycle embodiment, the embodimentsof this disclosure are not limited to those particular combinations andit is possible to use some of the components or features from any of theembodiments in combination with features or components from any of theother embodiments.

With reference to FIG. 12A, the user interface system 948 include a userinterface 1200 that is located on the non-drive side to support thetorque arm 1100 (FIG. 11A) yet remain clear of the mechanical drivesystem, chain, sprocket, etc. that are located on the drive-side. Thispermits an accessible user interface 1200 as well as an effectivesupport for the torque arm 1100 with respect to the bicycle frame. Inother embodiments, the user interface 1200 may include a display screen.

The user interface 1200 may include a power port 1202 (FIG. 12B) such asa Rosenberger connection under a removable cover 1203, an on/off switch1208, an arrangement of battery power status lights 1210, and a powerindicator light 1212. In one example, the arrangement of battery powerstatus lights 1210 is arcuate to at least partially surround theremovable cover 1203, and the power indicator light 1212 may be locatedadjacent to the rotary on/off switch 1208. The battery power statuslights 1210 and the power indicator light 1212 are visible throughrespective windows 1214, 1216 in a user interface cover plate 1218. Inthis example, the rotary on/off switch 1208 is generally flush with theinterface cover plate 1218 to facilitate, for example minimalaerodynamic resistance. It should be understood that various ports,hardware interfaces, and other user interfaces may alternatively oradditionally be provided.

With reference to FIG. 12B, the user interface system 948 may be mountedto a battery mount plate 1220 that supports the battery system 906 inrotationally static manner. That is, the user interface system 948 is aportion of the static system that is at least partially supported by thebattery mount plate 1220 about which the rotating system rotates.

Normal operations of the electrically motorized wheel may result in theheating of various components, including motor components, variouselectrical components, mechanical components, and energy storagecomponents. The generated heat may eventually affect performance of suchcomponents; impose stress as a result of thermal expansion andcontraction of materials; affect the stability or working lifetime ofcomponents; or the like. For example, semi-conductor components inprocessors can be sensitive to heat, batteries can be renderedinoperable, and motors can provide reduced output or be damaged whenoverheated.

With reference to FIGS. 13A and 13B, passive thermal management isperformed through the conduction of heat along a conductive thermal path1300 to the shaft 1302, thence into and/or through the hub shellassembly 1304. Both the electric motor windings 1315 of the stator 911,and the main control board 1430 of the control system are non-moving inembodiments.

In embodiments, the motor windings 1315 surround a hub 1306 of thestator 911, while a heat generating electronic board, such as the maincontrol board 1430 is mounted directly thereto. The control system thusutilizes a web 1307 of the hub of the stator 911 as a heat sink for themain control board 1430 (FIG. 13B). A thermally conductive, yetelectronically insulated pad 1317 may also be utilized between the board1430 and the stator 911.

The stator 911 is mounted to the shaft 1302 that is attached to theframe of the bicycle. Some of the heat from, for example, the controlboard 1430 and the motor windings 1315, thus ultimately flows throughthe stator 911 to the shaft 1302, thence to the bicycle frame along theconductive thermal path 1300. The bicycle frame thus operates as a heatsink of significant volume.

With reference to FIG. 13C, a drive side shell 1320 may include internalconvection elements 1322. The convection elements 1322 may be fins ofvarious thermally radiative shapes that are located, for example, on theinterior surface of the drive side shell 1320 to maximize airflow suchas within and/or along gaps through which air may inherently flow. Theconvection elements 1322 may be otherwise positioned to facilitatedirection of airflow. That is, the convection elements 1322 may guidefree stream airflow as well as that airflow which is generated from therotation of the rotating hub shell assembly 1304

The drive side shell 1320 may also be manufactured of a lightweightmaterial such as aluminum, magnesium, titanium, and other alloys forheat transfer without air exchange. Some of the heat from, for example,the battery system 906, the main control board 1430, and/or the motorstator 911, heats the air inside the spinning hub shell assemblycomponents 1304 1320 and the air transfers the heat to the full internalsurface area of the spinning hub shell assembly components 1304 1320which, in turn, transfer the heat through conduction to the externalsurface and through convection to the ambient air around the exterior ofthese hub shell assembly components.

In other embodiments, an active cooling system communicates air throughor over the heat generating components to conduct heat therefrom. Theair may be introduced through a passage 1324 (illustrated schematically)such as a vent, valve, and/or pump may be actively controlled to openand close so as to initiate, moderate, and control, the airflow.

In one example, airflow may be selectively induced by opening thepassages 1324 to the ambient environment to provide passive cooling.Alternatively, one or more heat exchangers within the hub shell assembly1304 may be utilized to actively cool the airflow. For example, thevent, valve and/or pump may induce airflow in response to a sensor thatidentifies a temperature above a predetermined or calculated threshold.Such selective operation may be performed so as to minimize aerodynamicinterference. That is, drag is typically greater when the passage 1324or air scoop is open than when closed. Alternatively, the vent may beoperated by centripetal force, opening under the force of rotation andclosing when the wheel is stopped. This would facilitate waterresistance yet provide ventilation.

In another example, the passage 1324 is generally the internal cavity ofthe hub shell assembly such that intakes 1344, which may be located inthe rotationally fixed UI panel 948, intake air which is thenessentially flung radially outward through outlets 1346 in the shell 944(FIG. 13D).

In embodiments, another fluid such as a gas, vapor, or liquid, may beused. The fluid cooling system may include one or more pumps, valves, orthe like, as well as sealed fluid channels that pass the fluid overparts that benefit from conductive cooling. For example, a fluid may bepassed over or through one or more of the heat generating components.Alternatively, the fluid may be passed over or through the hub shellassembly 1304 to provide a chilled environment for the componentstherein. The fluid system may be under control of the control system,which may be responsive to inputs, such as from a user or based on atemperature sensor.

With reference to FIG. 13E, a rotating system 1330 and a static system1322 may form a gap 1334 of, for example, about 2 mm between astationary motor winding 1338 and a magnetic ring rotor 913 that isfixed to, and rotates with, the shell 1320. When power is supplied tothe motor winding 1338, a magnetic current is induced from theelectrical wires wound on the stator 911 causing the magnetic ring rotor913 and the shell 1320 to rotate. In embodiments, the magnetic ringrotor 913 is arranged between a battery housing 1342 and the motorwindings 1338—both of which are stationary—but are organized such thatthe magnetic ring rotor 1340, located therebetween, rotates with theshell 1320.

A gap 1350 may also be located between the shell 1320 and the contouredbattery assembly 1352 as the shell 1320 rotates relative to therotationally stationary contoured battery assembly 1352. These gapsoperate as a thermal insulator. To avoid this insulation effect andinduce airflow for cooling, the gap widths may be optimized for passivethermal cooling, mechanical operation, and combinations thereof.Convection elements 1322 of thermal radiative shapes may be positionedto maximize airflow direction such as within and/or along gaps tofacilitate passive thermal cooling.

With reference to FIG. 13F, active thermal management according toembodiments, is performed through control of the electric motor to limittemperatures below a desired maximum. Such active thermal management maybe performed through control of power usage within the powerdistribution system 1360 of the electrically motorized wheel (FIG. 13G).

In embodiments, active thermal control algorithms 1350 generally includesensing temperatures of the electric motor, the main control board andenergy stage components, electronic controllers, battery, or other heatsensitive components then attenuating operation of the electric motor,the primary heat source, to limit these sensed temperatures below adesired maximums by selectively attenuating an assistance/resistance1354, 1356, 1358.

With reference to FIG. 14A, a data flow 1400 can be provided between theelectrically motorized wheel 1402, the user 1404, and a server 1406 suchas a cloud-based server/API or other remote server, module, or system.Various communication and data links may be provided between theelectrically motorized wheel 1402, the user 1404, and the server 1406such as a mobile device 1416 which serves as an interface therebetweenfor relatively long range cellular and satellite type communication.That is, a smart phone of the user associated with the electricallymotorized wheel 1402 operates as a data link between the electricallymotorized wheel 1402 and the server 1406. The electrically motorizedwheel 1402 is operable to calculate the assistance and resistancerequired at any given time, i.e., essentially instantaneously.

The control system 1410 utilizes an algorithm 1412 that applies datafrom a sensor system 1414 and, if available, the mobile device 1416, todetermine an essentially instantaneous energy transfers between abattery system 1420 and an electric motor 1422. The control system 1410may also regulate and monitor the sensors 1414 and connected componentsfor faults and hazards for communication to the mobile device 1416.

With reference to FIG. 14B, the control system 1410 may include amultiple of printed circuit boards to distribute control, facilitatemaintenance, and thermal management thereof. In this example, thecontrol system 1410 includes a main control board 1450, a User Interfaceboard 1452, a Battery Management System (BMS) board 1454 (FIG. 12B), amotor interface board 1458, and a sensor system, here disclosed as awheel torque sensor 1460, and a wheel speed sensor 1462. It should beunderstood that the boards may be otherwise combined or distributed. Itshould also be understood that other sensors such as a GSM, GPS,inertial measurement sensors, weight on wheel strain sensors, chainstrain sensors, cassette speed sensors, environmental sensors, and othersensors may be provided and integrated into the one or more of theboards. Further, various ports and hardware interface may additionallybe provided, to include, but not be limited to, a diagnostic connector,a charger connector, and/or others.

The User Interface board 1452, in one example, may include relativelyshort-range wireless systems such as Bluetooth, IEEE 802.11, etc., forcommunication with the user interface 1200.

In one example, the motor interface board 1458 hosts the motor relay,the motor commutation hall sensors and the motor temperature sensor. Themotor interface board 1458 collects those signals to one connector forconnection to the main control board 1450.

The Battery Management System (BMS) board 1454 (FIG. 9E) may, in oneexample, be mounted to the contoured battery assembly 1352. The motorrelay board 1458 may be mounted to the stator 911 (FIG. 9F) such thatthe stator 911 operates as a heat sink.

The control system 1410 may further include a hardware interface 1432,e.g. input ports, data ports, charging ports, device slots, and otherinterfaces, that permit the plug in of other sensors, hardware devices,and/or peripherals to provide communication with the main control board1450 and associated boards. Alternatively or in addition, each board mayhave one or more hardware interface 1432 such as a power port for theBattery Management System (BMS) board 1454.

Additionally, a charging port 1434 that, similar to a USB connector,provides not only power, but also data transfer. This may be performedthrough, for example, a controller area network (CAN bus) interface 1436integrated into the connection. Between the hardware interface 1432 andCAN bus interface implementation of additional sensors or externalplugin hardware components is readily enabled, e.g., extended battery,lights, humidity sensors, proximity sensors, speakers, anti-theftdevices, charging racks, etc.

Data from the hardware interface 1432 may be communicated to the mobiledevice 1416 via short-range wireless systems. The data may be processedby the mobile device 1416, and/or further transmitted via the mobiledevice 1416 to a server for processing. Data may be communicateddirectly from the electrically motorized wheel to the server usingrelatively long-range wireless communications systems such as cellular,satellite, etc.

Feedback to the user, alterations to control parameters, and/or otherdata may be communicated to the electrically motorized wheel on thebasis of the processed data. In one example, distance sensor data, e.g.RADAR, SONAR, LIDAR, imagery, etc., that provide for identification ofan approaching object, may feedback such identification to the user inthe form of an audible, visual or tactile sensation. For example, a reardirected camera might communicate imagery to the mobile device 1416 sothat a user may be readily apprised of traffic approaching from therear. Alternatively, identification of an approaching object by the reardirected camera may result in a tactile output from the electricallymotorized wheel, e.g., a shaking or jitter, to gain the attention of theuser.

In another example, environmental data indicating high humidity levels,altitude, and/or other environmental factors may be utilized to adjustthe control parameters for a given mode such that additional motorassistance is provided under such conditions. For example, as thevehicle traverses a mountain, additional assistance may be provided athigher altitudes.

The mobile device 1416 may collect data at a rate of, for example, about1 data point per second. Each data point may include time and locationdata stamps from, for example, a GPS module 1440 or the inertianavigation system. Applications to interface with the electricallymotorized wheel 1402 may thus perform minimal calculations. Otherperipheral devices 1442 such as a wearable health monitor may also beutilized with, or as a replacement for, the mobile device 1416 toprovide data collection and/or communication with the electricallymotorized wheel.

The electrically motorized wheel may also communicate with a server viathe mobile device 1416. The server enables reception and/or streaming ofdata collected by one or more electrically motorized wheels forcommunication and display essentially in real time from the mobiledevice 1416 to the electrically motorized wheel, another electricallymotorized wheel, and/or a fleet of electrically motorized wheels such asa delivery service, shopping cart fleet of a store, etc.

The collected data may include direction of travel, faults associatedwith the fleet vehicle, and other data. Aggregated data collected from asingle electrically motorized wheel, or multiple electrically motorizedwheels, may then be utilized to, for example, analyze routes and modes,provide different analyses of the data, customize a user experience,and/or generate suggestions for a more efficient commute.

In embodiments, the hardware interface 1432 may be utilized to chargedevices such as a mobile device 1502. That is, the mobile device 1502such as a smart phone may be utilized as a user interface to theelectrically motorized wheel as well as being charged therefrom.

With reference to FIG. 15A, a mobile device user interface 1500 for amobile device 1502 may provide selection among various operational modes1504. The mobile device user interface 1500 may be a downloadableapplication or other software interface to provide, for example,selection among the operational modes 1504, data communication, and/ordata transfer to and from the electrically motorized wheel. Inalternative embodiments, the operational mode may be selected for theuser, such as based on user inputs, a user profile, information aboutuser history, environmental factors, information about a route, inputsof third parties (e.g., a doctor or trainer) or many other factorsdisclosed throughout this disclosure. Selection of an operational modemay occur at the wheel 100, on the user mobile device, or remotely, suchas on a server or other external system.

In embodiments, an algorithm 1508 that governs a control regime for adevice of the wheel 100 such as to control operation of the electricallymotorized wheel or device thereof typically includes a set of parametersin which each parameter is a placeholder for a multiplier, or gain, inthe algorithm 1508. The selected mode 1504 provides values for the setof parameters, one of which may optionally select which algorithm orcontrol regime to use. These values may be input into the selectedalgorithm 1508 to provide an associated level of assistance orresistance the user will experience in response inputs, such as from tothe sensor data from the sensor system 1510, data from external systems(e.g., information systems containing terrain information, weathersystems, traffic systems, and the like), and further input from theuser. It should be understood that each parameter, multiplier, and/orterm may correlate to some control relationship such as exponential, alinear function, a step function, or a separate calculation, thatrelates a control input to a specified level of motor control output.

The system may transition among various operational modes, such as basedon user selection or other determination of the appropriate operationalmode. Alternatively, in embodiments where the wheel itself does notautomatically select an operational mode based on sensor or similarinputs, if no mobile device 1502 or other selection facility is inpresent communication with the control system 1512, a standard mode maybe automatically set as a default operational mode, or the wheel may usethe most recently used past mode, if a mobile device or other selectionfacility was previously connected. Generally, in bicycle embodiments,the user need only ride the bicycle, and the wheel sensor system 1510will sense various input data such as torque, slope, speed, etc., thatis then communicated to the control system 1512 that employs thealgorithm 1508. The operational mode selected by the user via the mobiledevice, or otherwise selected, essentially provides values for theparameters in the algorithm 1508. When the parameters, having theappropriate values for the selected operational model, are applied tothe present set of inputs (such as sensed by the sensor system 1510 orotherwise obtained, such as by a data collection facility of the wheel100), the algorithm produces an output. The output determines thecurrent control command for the wheel, which in embodiments isessentially a specification of the nature and extent of the energyexchange between a battery system 1514 and an electric motor 1518. Theoutput of the electric motor 1518 is the level of assistance orresistance that the user experiences when operating the wheel 100, whichvaries for a particular situation, based on the selected mode.

For some operational modes, the value for a single parameter may besupplied to the algorithm 1508. This value may represent an overall gainfor the assistance provided. For example, a standard mode may provide anoverall gain value of one (1) to the algorithm 1508, in contrast to a“turbo” mode that may result in an overall gain value greater than one(>1) being supplied to the algorithm 1508. Conversely, a selection of an“economy” mode may result in an overall gain value less than one (<1)being supplied to the algorithm 1508. Alternatively, the overall gainmay be used to adjust the algorithm based upon the total payload weightthe wheel is propelling, compensate other environmental conditions suchas a head wind, or other conditions.

For some operational modes, a plurality of parameter values may besupplied to the algorithm 1508. These values may be associated withparameters representing multipliers or gains for different portions ofthe algorithm 1508 to control various components that contribute to theoverall ride, such as wheel data, user input data (such as torque orcadence), environmental factors (such as slope or wind resistance),“gestures” or command motions, such as sensed at the user inputs (suchas backpedaling to control braking), etc. The parameters mayalternatively or additionally represent multipliers for different sensorvalues and/or calculated values representative of various componentsthat contribute to the overall ride.

In embodiments, the algorithm 1508 can have a general form that relatescontrol inputs to outputs. The control inputs may fall generally into aset of categories such as inputs that relate to inputs from the rider oranother individual, either sensed (e.g., as rider torque) or entereddata (e.g., as a riders weight or age, a training goal entered by aphysical therapist for the rider, a work constraint entered by aphysician of a rider, or the like); inputs that relate to theoperational state of the electrically motorized wheel (e.g., wheelspeed); inputs that relate to the conditions of the environment oroperational context of the wheel (e.g., slope, temperature, wind, etc.);and inputs collected from various data sources (e.g., other vehicles,other wheels, traffic networks, infrastructure elements, and manyothers). These inputs may be combined with other parameters such asgains, or passed through other conditioning functions such as a filter.The output of these combinations of inputs may be the “terms” of thealgorithm 1508. These terms may be linear, non-linear, discrete,continuous, time-dependent, or time-invariant.

These terms may then be summed, multiplied, divided, or otherwisecombined (such as taking the maximum or minimum of some or all of theterms) to provide one or more outputs. In some embodiments, it may beadvantageous to provide a multitude of terms in the control system thatisolate or separate conditions under which a user would receiveassistance or resistance. For example it may be advantageous to be ableto have a separate terms for the amount of effort that a rider puts inand for aerodynamic forces such as riding against the wind.

This beneficially allows each term to have a form that is suited to theinput and underlying phenomenon. For example in the case of the ridereffort, it may be a linear or proportional response, and in the case ofaerodynamic forces it may be proportional to the square of the wheel orvehicle speed at lower speeds and a cube or other function at higherspeeds. The rider, or one specifying the response of the wheel toinputs, such as a provider of wheels, may thereby readily adjust thegains independently to customize the response of the control to theconditions that they care about, e.g. hills, wind, power, or the like.

Additionally, multipliers on some or all of the terms allow the gainsfor each term to be scaled together in response to another input. Forexample, increasing the overall responsiveness to rider inputs withenvironmental temperature could provide the rider with more assistancewhen operating in high temperatures and thus prevent a user fromexcessive exertion or perspiration.

In embodiments, the algorithm 1508 uses a combination of terms (or typesof terms). For example, a mechanical drive unit input torque and a wheeloperational state (such as wheel speed) may be summed to construct amotor command with the sum including a term proportional to rider inputtorque and a term proportional to wheel speed. In other examples, termssuch as ones based on environmental inputs or data collected by thewheel may similarly be combined with any of the other input types notedin this disclosure.

In another example, the algorithm 1508 use a summation of a series ofinput terms, each multiplied by gains (which may be adjusted as notedabove based on the selected operational mode of the wheel) to yield acommand, such as a current command for the motor.

In embodiments, given the various inputs (e.g. rider inputs such as:mechanical drive unit input torque; mechanical drive unit input speed;and rider weight; various wheel operational states, such as wheel speedand angle of the device with respect to gravity; data inputs such assafety information from a traffic system or other vehicle; andenvironmental inputs such as ambient temperature) a motor commandequation may be constructed such as by creating terms proportional tovarious inputs. For example, the equation may include a termproportional to rider input torque; a term proportional to the square ofwheel speed; a term proportional to the angle of the device with respectto gravity; a multiplier that is proportional to ambient temperature; amultiplier that is zero when input speed in zero and increases as inputspeed approaches wheel speed; and a multiplier that is proportional tothe rider's weight (optionally normalized to a base weight). The termsmay then be summed, and where applicable the sum may be multiplied by amultiplier.

In an embodiment, the gains may be independent and variable over time.This allows the rider, provider, or other user to adjust the response toa desired preference. Additionally, multipliers may allow some overallmultiplication of the response to factors that in general may warrant anoverall increase in assistance, such as a hot ambient temperature.

Alternatively, or in addition, the algorithm 1508 can be constructed ina manner that allows switching between different forms, such as amongthe examples given above. In this case, one parameter of the equationmay be an identifier for which form of equation to use (i.e., whichterms, gain parameters and multipliers are to be used, such as for aselected operational mode).

With reference to FIG. 15B, the user may select an operational mode froma multiple of operational modes that alters the behavior of theelectrically motorized wheel. Each mode may include one or moreparameter settings, and/or combinations thereof to change theoperational behavior of the electrically motorized wheel. Exampleoperational modes 1504, as will be further described, may include a“turbo” mode for maximum assistance; a “flatten city” mode; “fitnesschallenge” mode; a “maximum power storage” mode a “standard” mode; a“exercise” mode; a “rehabilitation” mode; a “training” mode, a“commuter” mode, a “maximum help” mode etc. The “flatten city” mode mayprovide motor assistance on ascents and hill climbs, with braking ondescents to thereby “flatten” the terrain. The “commuter” mode may allowa user to enter a “not-to-be-exceeded” torque or exertion level tomodulate the assistance. The exercise mode may allow a user to enter atotal number of Calories to be burned, a desired rate of Calorie burn, amaximum level of exertion or torque, etc. Each mode may also includeadjustable parameters to automatically modulate the assistance providedover the duration of the ride by the electrically motorized wheel suchas a minimum time that the assistance must be available, maximum speed,and/or others.

The mobile device user interface 1500 may present the multiple ofoperational modes 1504 in an order that allows a user to browsedifferent control parameters, such as Eco-Mode; Maximum Assistance Mode;Target Energy Mode, Maximum Energy Storage, etc. That is, a user canessentially scroll through a multiple of operational modes.

Alternatively, the mobile device user interface 1500 may provide an“automatic mode” that selects the desired mode automatically withoutuser input. That is, the automatic mode may be speed based to selectbetween modes during a trip so that the vehicle obtains the shortesttime. Alternately, the automatic mode may be time based to selectbetween modes during a trip so that the vehicle reaches a destination ata desired time. Such selections may be made based completely on sensordata determined by the electrically motorized wheel, or alternatively orin addition with data from a server or from other data devices that auser may be using such as a health monitoring device such as a heartrate monitor.

The “flatten city” mode provides assistance or resistance on non-levelterrain. Adjustable parameters may include data about the level ofassistance, minimum incline of the hill before rendering assistance, andothers. That is, the amount of assistance while travelling uphill andthe amount of resistance while traveling downhill may be controlled torequire user input about equivalent to a user input required on a levelsurface.

The “maximum speed control” mode introduces braking on hills to limitthe maximum speed of the vehicle. Such a “maximum speed control” mayalso determine the maximum permitted speed to particular legaljurisdictions as determined by a global Positioning Unit.

The “maximum energy storage” mode maximizes the power storage achieved.Such “maximum energy storage” mode may also be related to energyconservation or energy recovery.

The “fitness challenge” mode might include applying resistance to theelectrically motorized wheel to require additional effort by the userand thus provide a work-out to the user.

The “fitness challenge” mode may provide parameter assistance andresistance to, for example, simulate intermittent uphill climbs, anuphill climb of a desired duration, height or other parameter. Suchparameter assistance and resistance may be associated with a user'sperformance or preset conditions, work-outs, heart rate, etc. The“fitness challenge” mode may also provide visual/audible encouragementto user via a mobile device. The encouragement may indicate up comingchallenges and an expected output by the user and may be presented onthe mobile device user interface 1500.

Adjustable parameters for each mode may include data about the desireddestination, a maximum desired exertion for the user, the maximumdesired speed, current location, and others. Data such as destinationmay be used together with data on current geospatial location, possibleroutes to a destination and associated road modes, traffic data, userpreferences, user capability/fitness level, together with data relatedto wheel capacity such as energy storage data and others. Thecombination of data may be used to suggest possible routes, manage powerutilization over the selected or anticipated commute route, estimateremaining battery life based on available energy, user fitness level,topography of proposed route, etc.

With reference to FIG. 15C, the user interface may include relativelylarge buttons 1520 and/or icons for navigation functions such asscrolling through the different modes as well as other actions which maybe performed while the vehicle is in motion, or idle during a trip (e.g.at a stop light). The use of the large buttons 1520 facilitatesvisibility and selection while riding. The large button 1520 may occupya significant portion of the available screen area so as to enable easyselection by a user, for example, the buttons 1520 on the mobile device1522 may each occupy a minimum of 1 inch by 1 inch of display space.

Similar to creating custom sound settings with an equalizer, the usercan create custom assistance modes from within the mobile application,or by logging into their account online. With reference to FIG. 15D,upon selection of an operational mode, the mobile user interface maypermit the input of parameters 1530 such as a maximum speed of thecassette, an acceleration in response to pedaling, slope behavior and/orother inputs. In one example, the inputs may be provided via a slider.Once the parameters have been entered, the user mobile interface maytransition to a progress screen 1538 (FIG. 15E) that highlights progressto the goal such as the destination and specified calorie burn.

With reference to FIG. 16A, a trip 1600 may be represented as, a line1602 with one or more events 1604 there-along. The mobile device orother application may calculate the trip 1600. A directional arrow 1606may also be provided for guidance along a calculated route 1608 tonavigate without a map, and without turn-by-turn directions. Instead,the directional arrow 1606 points in the direction of the destinationwhich may be advantageous as bicycles need not be necessarily restrictedto motor roadways.

The route 1608 may be accompanied by other symbology such as, forexample, distance notation 1616 to indicate how far to the next turn.Further, the view may be presented to account for the vehicle directionof travel such that the current direction is, for example, straight upto facilitate orientation. Other symbology such as an elevation graph1618 may be provided to indicate upcoming hills, a time such as ETA1620, and other such navigation and trip related data.

In embodiments, the route 1608 may be enhanced for a particular userthrough a slight alternation 1614 in the route 1608 (FIG. 16B). Forexample, various third party data sources such as demographic data of anarea may be utilized to determine the route 1608 so as to avoid areasbased on various parameters in response to a user selection.

The data from each trip 1600 may be communicated either directly to aserver 1610 using a wireless or cellular technology, or from the controlsystem of the electrically motorized wheel to the connected mobiledevice 1612 thence to the server or stored on the mobile device to becommunicated to the server at a later time according to a set of rulesthat may include, for example, battery charge on the mobile device,signal strength, the presence of a Wi-Fi connection, and others.

Alternatively, aggregated data from a multiple of other electricallymotorized wheels may be searched to select, for example, a moreefficient, faster, or more scenic route. Data from the server may beassociated with the specific electrically motorized wheel that generatedthe trip data then aggregated with trip data from other electricallymotorized wheels. The aggregated data may then be subjected tostatistical techniques for sensing similarity, based on correlations,e.g., based on common segments of the trip data, destinations, origins,etc. The aggregated data may then be provided to the user to, forexample, make recommendations for routes, mode selection, and otherguidance that will benefit the user.

The electrically motorized wheel and the mobile device 1502 may beutilized to catalogue potholes, road conditions, and other obstaclesfrom, for example, GPS data and accelerometer data along the route. TheGPS data and/or other sensors, can be utilize to facilitate suchcataloging in an automated manner. For example, start/stops, uneventerrain, and other obstacles can be directly indicated from theelectrically motorized wheel via the speed sensor, the torque sensor,and the inertial sensors (accelerometers and gyroscopes) of the sensorsystem. The torque sensor also directly measures power output from theuser for association and catalogue with the route location andconditions.

In embodiments, obstacle detection may be catalogued in response tosudden changes in elevation or acceleration that are detected by thesensor system. That is, the cataloging is essentially automatic. Forexample, a sudden swerve, detection that the user is standing on thepedal, or other such indices may be utilized to catalog a pothole to aparticular GPS position.

Alternately, or in addition, the mobile device 1502 may be utilized toaccept user input, such as pothole detection, along a route. That is,the cataloging is essentially manual. For example, should the useridentify a pothole, the user may touch a button on the mobile device1502 which is then catalogued via GPS. Other represented pages mayinclude last trip (FIG. 16C), record trip (FIG. 16D), user settings(FIG. 16E), support (FIG. 16F), and others (FIG. 16G). It should beunderstood that the illustrated pages are merely representative, andvarious other pages may be alternatively or additionally provided.

With reference to FIG. 17A, the control system 1700 of the electricallymotorized wheel may include an application module 1702 that executesvarious functions, to include, for example, operation of controlalgorithms that manage the operation of the electrically motorizedwheel. A boot loader module 1704 is in communication with theapplication module 1702 to facilitate loading and updating thereof. Itshould be understood that various hardware, software, and combinationsthereof may be used to implement the modules.

In embodiments, upon start-up of the control system 1700, theelectrically motorized wheel verifies that the version of theapplication module 1702 currently installed on the control system 1700is valid and current. It should be understood that ‘start-up” mayinclude connection by various user interfaces that communicate with theelectrically motorized wheel as well as various security and othercommunications. If, for example, the application module 1702 is validand up to date, system initialization occurs. If the application module1702 is not valid, the control system 1700 may initiate the boot loadermodule 1704 to update the application module 1702.

In embodiments, when a mobile device 1708 connects with the controlsystem 1700, the control system 1700 may upload firmware version numbersfor the application module 1702, the boot loader module 1704, and otherelements, such as a Bluetooth (BT) radio and the battery managementsystem. The mobile device 1708 may check with a source, such as a serveroperating such an application program interface (API) of a cloud-basedserver, to determine whether the uploaded version number of theapplication module 1702 is the most recent version.

In embodiments, non-mobile devices such as a desktop computer mayconnect locally with the control system 1700 such as via a Bluetoothconnection.

If a newer version is available, the user may, based on a rule set, beprompted via the mobile device 1708 to update the electrically motorizedwheel. That is, updated firmware for updated operation of theelectrically motorized wheel. If the user elects to update theelectrically motorized wheel, the mobile device 1708 may direct thecontrol system 1700 to enter the boot loader module 1704. The rule setfor updates may permit updates only under certain defined conditionssuch as when there is a minimum battery life on the electricallymotorized wheel, a minimum battery life on the mobile device 1708, aminimum signal strength for the mobile device 1708, availability ofdirect power for electrically motorized wheel and mobile device, andothers.

Upon downloading the updated version of the application module 1702, themobile device 1708 may command the boot loader module 1704 to downloadthe new version of the application module 1702 and, if download issuccessful, to erase the current application module 1702 from thecontrol system 1700. Alternatively, the new version of the applicationmodule 1702 may be downloaded and stored on the mobile device 1708 forlater update of the of the electrically motorized wheel such as via aBluetooth connection.

The new version of the application module 1702 may be sent from themobile device 1708 to the boot loader module 1704 via a wirelessconnection. The boot loader module 1704 may confirm the transfer of theindividual packets and the total transfer of the new application module1702 onto the control system 1700. If the boot loader module 1704confirms that the new application module 1702 was loaded successfully,the mobile device 1708 may initiate a restart of the electricallymotorized wheel and control system 1700. Alternatively the boot loadermodule 1704 may proceed with updates though a hard-wired interface suchas a CAN bus that is made externally available at the User Interfacepanel or power port.

With reference to FIG. 17B, the application module 1702 of the controlsystem 1700 may utilize various control techniques, including algorithmsthat govern, manage, and/or change operational parameters of theelectrically motorized wheel. That is, the operational parameter of theelectrically motorized wheel may be changed via the control system that,for example, change the parameter based on various factors, such as themaximum speed of the vehicle on which the electrically motorized wheelis installed, the conditions of the environment (e.g., terrain, weather,and others), input from the user including the force sensed frompedaling effort, data input to the electrically motorized wheel, etc.,and parameters that are based on multiple factors (referred to herein insome cases as blended parameters), the energy used (such as by the user,by a battery associated with the electrically motorized wheel, or thelike), and/or other control systems that provide various other modes.

In embodiments, levels of gain (such as the level of assistance and/orresistance provided by the electrically motorized wheel in relation to agiven user input such as pedaling effort) can be managed in connectionwith the electrically motorized wheel. In some embodiments, aprogression of gains may be utilized to smooth the transition from oneoperational regime to another regime (e.g., a change in terrain fromuphill to downhill conditions, a change in speed of the vehicle on whichthe electrically motorized wheel is installed, environmental conditionssuch as wind direction and temperature, etc.) Other embodiments mayinclude a step-wise change between an initial gain one or more newlevels of gain. Normally a step-wise change in operational mode of theelectrically motorized wheel (e.g., between differing levels ofassistance or from assistance to resistance) or a change in gains mayresult in a discontinuity in the response of the electrically motorizedwheel to torque command. Such discontinuities may be smoothed by:

1. recognizing that a change in gains has occurred;

2 taking and optionally storing the value of the command immediatelyprior to the change;

3. creating an offset that is at least a portion of the differencebetween the prior command and the new command;

4. subtracting the offset from the new command (this results in a newcommand that has a value of or in the range of the old command to thenew command); and

5. reducing the offset over a period of time until it is zero, at whichpoint the transition to the new command is completed.

This smoothing process beneficially effectuates gain changes and controlregime changes because it preserves a degree of continuity in the userexperience. The process can handle repeated transitions, as new offsetsare generated with each change (e.g., in regime and condition) thatresults in a new command. This may include offsets from priortransitions, and there may be a variety of ways to reduce the command togive the transition different characteristics (e.g., a finite transitiontime, a fixed rate of command change, a maximum level of change, etc.)

With reference to FIG. 18A, a blending algorithm 1800 for operation ofthe electrically motorized wheel may also be controlled by blending 1806inputs relating to different factors that may be sensed in connectionwith the operation of the electrically motorized wheel. For example,sensor inputs may be considered from both a speed sensor 1802 thatsenses the speed of rotation of the electrically motorized wheel ordisplacement of the vehicle, and as a torque sensor 1804 that senses theamount of torque on the electrically motorized wheel.

The control parameters of relevance to the user experience can varysignificantly depending on, for example, the speed of the vehicle. Inconsideration a bicycle pedaling example, at low speeds, responding topedal torque may be relatively more important to ride quality, assignificant effort is required to initiate movement of the vehicle. Athigher speeds, maintenance of a consistent cadence or speed may berelatively more important to ride quality. As such, the amount ofassistance in response to each user input (in this example torque andcadence) may vary based on the speed of the vehicle. Thus, data from thetorque sensor may be used as a primary factor in a control regime at lowspeeds, while the data from the speed sensor may be used as the primaryfactor in the control regime at higher speeds. As a result, control maybe managed by delivering high responsiveness to the torque sensor at lowspeeds and by using less responsiveness to the torque sensor at highspeeds. Components related to the torque and the speed can be factoredinto the control algorithm that ultimately determines the quantity ofenergy, or rate of energy delivery from the battery system to theelectric motor.

The blending algorithm 1800 is thereby operable to provide a fluidcontrol scheme that scales the importance of each sensor as a factor inthe control scheme based on speed.

With reference to FIG. 19A, an energy burn control algorithm 1900permits a user to input the amount of energy (step 1902) the user wouldlike to burn on a particular ride (e.g., how many calories to burnbetween home and work). The energy burned by the user relates to theamount of work performed in order to move the vehicle from a first pointto a second point. This work may be modeled based on various physicalfactors, including the terrain, friction, the weight of the user such asmeasured by a sensor of the vehicle or entered by the user, the weightof the bicycle including any accessories and additional loads, e.g.,camping equipment, the distance traveled, and others.

A portion of the work may be performed by the user, such as by pedaling,while the remainder may be provided by the electrically motorized wheel.The portion of energy expended by the user may be modeled as thedifference between the total work required to move a user of a givenweight over the terrain (which may be known based on a GPS model of theterrain or based on measurements (such as altimeter measurements) frompast trips) and the amount of assistance provided to the user by theelectrically motorized wheel. Thus, as the user indicates an amount ofenergy desired to be burned, the control system 1700 may control theelectrically motorized wheel to provide assistance, such as on hills ofthe route, to make up any difference between the desired work and theactual work required to cover the distance. If the desired portion ofthe work performed by the user is higher, the electrically motorizedwheel may provide resistance to the user, re-route the user to a longerroute, etc. Thus, the algorithm 1900 may utilizes the user input 1902and data about the route/terrain 1904 to adjust theassistance/resistance of the electric motor 908 so that the user burnsthe desired amount of calories over the course of the route. Once thegoal has been identified, the ride may be previewed and, as the rideprogresses, the user interface may transition to a progress screen thathighlights progress to the goal such as the destination and specifiedcalorie burn.

With respect to FIG. 19B, the mobile application 1920 may utilizeavailable GPS location data 1922 and a stored database of data todetermine legal limits 1924 as regulations vary geographically withrespect to various factors that govern operation of electrically drivenor assisted vehicles. These may include regulations of assisted speeds,level of assistance provided, and/or motor output. The mobileapplication 1920 or other control system may use this data to create acustom mode or set of control parameters that can be sent toelectrically motorized wheel, such as to govern maximum assistance,speed, or the like. The mobile device or other control system mayrecalculate control parameters when the legal limits change and sendupdated control parameters to the electrically motorized wheel.

In one example, the EU may have a standard regulation of a top-assistedspeed of 25 km/h and 250 W of motor assistance, while the US may have atop assisted speed of 32 km/h and 750 W of motor assistance. By usingthe GPS data available at any given location, it is possible to regulatethe assistance cutoff within the electrically motorized wheel to complyautomatically with the local regulations, without further intervention.

Further, many of the laws only apply to bicycles when they are riding onroads with other motor vehicles and pedestrians. If the GPS indicatesthe bicycle to be sufficiently far away from the road, the bicycle maybe assumed to be on a trail in which case the local regulations may bedifferent, or nonexistent, in which case limitations on the assistanceprovided may be removed. In embodiments, a user may be permitted, suchas through the mobile application, to override the controls, such as toallow more assistance in an emergency situation.

In embodiments the mobile application 1920 may also utilize availableGPS location data 1922 to facilitate control while in operational modes.For example, extremely hilly terrain will result in different batteryregeneration calculations than flat terrain.

With reference to FIG. 20A, a fault detection and prediction system,referred to herein as a “faultless algorithm” 2000 is operable to senseconditions that have the potential to damage wheel hardware orsubsystems as they occur in essentially real time (step 2002) thenrespond by performing mitigating actions based on the detection of same(step 2004). For example, if the electric motor approaches apredetermined maximum temperature, beyond which damage may occur to theelectric motor, the amount of assistance or resistance generated by theelectrically motorized wheel to the user of a vehicle on which theelectrically motorized wheel is disposed can be reduced to prevent afurther rise in temperature of the motor.

With reference to FIG. 21A, a battery protection algorithm 2100 mayprovide different and optionally independent command attenuators,including, but not limited to:

1. Protecting the battery from high discharge currents;

2. Protecting the battery from high regeneration currents;

3. Protecting the battery from high voltages that may result fromregeneration;

4. Protecting the battery from low voltages that may result frommotoring;

5. Protecting the battery from high temperatures due to high loads orheat from other components like the motor; and/or

6. Protecting the battery from regeneration currents at lowtemperatures.

Each of these command attenuators can utilize automatic controls such asa single-sided, closed loop proportional-integral (PI) control system togenerate an attenuated gain ranging from 1.0 (no attenuation) to 0.0(full attenuation). Alternatively, command limiters may be utilizedinstead of the command attenuators. The command attenuators provide animmediate and linear smooth response as command limiters are inherentlynon-linear in nature and can present control challenges, but arenonetheless a valid controllers.

In embodiments, the gain from relevant attenuators can be determined,combined, and applied to the motor command. The algorithm may be basedon the minimum gain among all control systems, the maximum gain amongall control systems, the sum of gains from all control systems, andvarious other ways for combining the gains, multiplying them,conditionally selecting, limiting the assistance provided by the motorto the user, etc.

Under some conditions, the electric motor may be driven by the batterysystem, while under other conditions the battery system may store energyfrom the motor such as when the motor is used to slow the vehicle indownhill operation. In situations with significant energy generationcapability, the battery system may be subjected beyond its normaloperational limits for temperature, voltage and/or current. As such,there are limits that may need to be enforced for operation of thebattery system. There are at least three general sets of battery limits,i.e., current, voltage, and temperature. As to limits relating tocurrent, there may be maximum discharge current and maximum batteryregeneration current. As to voltage limits, there may be a maximumvoltage limit and a minimum voltage limit. As to temperature, there maybe a maximum temperature limit and a minimum temperature limit.

The battery protection algorithm 2100 may operate to manage the motordrive operation, such as to maintain battery parameters withinacceptable operational values for voltage, current and temperature. Thismay address the electric motor contribution to the load on the batterysystem. Other sources of load on the battery system may also be managedseparately.

In embodiments, single-sided proportional-integral (PI) closed looplimiters, e.g., one for each limit, may be deployed in connection withlimiting various operational conditions, such as: battery motoringcurrent; battery regeneration current; battery over voltage; batteryunder voltage, etc.

The output of each PI closed loop limiter may be an attenuation gain.Each PI closed loop limiter may have its own control system, with itsown separate gains, as the dynamics of each limiter may requireindividual tuning.

The minimum gain of all the limiters may be taken and applied to themotor current control command. As a particular limit is approached, themotor command may be attenuated, such as to reduce the demand on thebattery. The voltage limiters may selectively apply the attenuationgain. For the over voltage limiter, the attenuation gain for overvoltage may be applied only when commanding regeneration of the battery.This allows motoring to then alleviate or avoid the over voltagecondition. For the under voltage limiter the attenuation gain may beapplied only when commanding motoring/assistance which allowsregeneration to then alleviate or avoid the low voltage condition.

In embodiments, battery power control systems may run at the motorcontrol system frequency, as the battery control systems may need tohave similar or higher bandwidth to keep limit excursions short induration. In other embodiments, battery power control systems may runjust prior to the motor control current loop and after motor driveanalog data has been collected, such that the battery control systemsattenuate the command for the motor control current loop. This sequencemay reduce delay in the control response that would occur if the datacollection and attenuation occurred at different times.

The control system may be initialized each time the motor drive isenabled, as the motor drive can be enabled and disabled during normaloperation. The battery control systems may have data items, such asintegrators, that can be reset with every instance of enablement of themotor drive.

The control system can provide dynamic limits, because limits of thebattery system may not be static over time and may vary, for example,with state of charge, temperature, etc. Dynamic control system limitsmay be bounded by predetermined maximum and minimum values, as thisprovides some protection against potential errors in measuringtime-varying gains. Battery current and battery voltage may need to besampled at the same data rate as other motor control feedback, as thesecontrol systems are part of the motor drive control, and because theyrun at motor control update rates, the sensor data may need to have thesame frequency of sampling as other motor control data.

The control system may be single sided, closed loop, PI limiters thatattenuate the motor current control loop command as PI limitersbeneficially provide steady-state limiting with good bandwidth. Anattenuator output, as compared to a limit output, may provide immediateintervention.

Over voltage attenuation gains may be only applied when the sign of themotor current command is negative (e.g. the motor is being commanded tooppose forward momentum, i.e., regenerate), because this allows motoringto alleviate high voltage conditions. Under voltage attenuation gain maybe applied only when the sign of the motor current command is positive(e.g., the motor is being commanded to assistance in driving thevehicle), because this allows regeneration to alleviate low voltageconditions.

The PI control systems may have enough control authority to attenuatethe motor current control system command to zero, because attenuatingthe command to zero is the maximum control authority possible, andmaintain the battery system within operational limits may have priorityover providing assistance to the user.

Sensors used in hardware protection algorithms may include sensing ofbattery voltage, battery current, motor voltage, motor current, batterytemperature, ambient temperature or humidity, etc. Limits may be setstatically in accordance with component design specifications or updatedover time to account for factors such as component age or environment ofusage as determined by GPS or weather data.

Pedal cadence is useful for a user to maintain a desired pace over thecourse of a ride. Typically, a cyclists may desire to pedal at aspecific cadence to make the most efficient use of their effort andprovide the most benefit from an exercise physiology standpoint.

In typical bicycle cadence sensors, measurements are performed directlyat the crank, however, such direct measurements are not possible, nordesired, if the sensor system is to be contained within the electricallymotorized wheel that is separated from the pedals by a drivetrain.Although this embodiment has specific illustrated components in abicycle embodiment, the embodiments of this disclosure are not limitedto those particular combinations and it is possible to use some of thecomponents or features from any of the embodiments in combination withfeatures or components from any of the other embodiments.

With reference to FIG. 22A, a pedal cadence estimation algorithm 2200operates to estimate the pedal cadence from the torque input frequencywhich will have frequency content that is directly related to pedalcadence. Each time the user provides a rotational input, i.e., pushes onthe pedal, the user is generating a torque into the system that isdetectable. That is, the pedal rotational frequency (or cadence) isdetected by the torque sensor system and can be communicated to thecontrol system for use by a gear estimation algorithm 2200. The gearestimation algorithm 2200 is operable to calculate the gear ratiobecause the rotational velocity of the cassette is known from, forexample, a cassette speed sensor, and the pedal cadence is known byestimation. The gear ratio may be determined by a ratio of these twospeeds.

In embodiments, there are two speed sensors: one for the electricallymotorized wheel and one for the cassette of the mechanical drive system.With knowledge of a rotational velocity of the cassette, and the torquefrequency, both pedal cadence (pedal speed), and the gear ratio arereadily determined by the gear estimation algorithm 2200. That is, howthe pedal frequency relates to the rotational velocity of theelectrically motorized wheel is known even if the number of speeds on aparticular bicycle, or which gears are set on the rear cassette and thecrank, are not known.

For example, the rotational velocity w is known from the cassette speedsensor. The torque frequency, t, is related to cadence, C: C=t/2. C isequal to the number of revolutions of the crank per second. Therefore,ω=CX, or ω=(t/2)X, where X is the gear ratio. Thus in simple forms, X=2ω/t. Additional sophistication may exist in the estimator to updateestimates under conditions where input signals may be small, such as atlow speed or low torques. This sophistication may include closed-loopstate estimation algorithms for example.

With reference to FIG. 23A, a braking dissipation algorithm 2300accommodates an architecture in which the battery system 906 may berelatively limited in the amount of energy that can be absorbed duringbraking (in which energy can be directed to recharge the battery)without damage occurring to the battery. In embodiments, the motorcontrol system of the electrically motorized wheel is field-oriented andcontrols the magnetic flux generated in the stator 911 as a vector thatis precisely aligned with the rotor 913. This vector may be controlledto rotate through the stator 911 in synchronization with the rotor 913of the motor by segregating the applied current vector into twoorthogonal components. One component, Iq, the quadrature component, isat a right angle to the back electromagnetic field (back-EMF) vectorgenerated by the motor. The other, Id, the direct component, is directlyaligned with the back-EMF vector.

Maintaining the direct component (which produces no torque in certainembodiments) at zero (Id=0) and the quadrature component at a commandedlevel (Iq=Icmd) is how a field-oriented control system normally ensuresthe most efficient use of battery power to produce motor torque.Allowing Id to stray from zero is less efficient and thus dissipatesmore energy in the motor, which, while normally inefficient in regimesin which the desire is to maximize efficiency of power generation topropel a vehicle, creates an opportunity when other objectives are inplay, such as involving braking and/or reducing current flow into thebattery during regeneration, to degrade efficiency of motor intransferring power to the battery.

The battery protection algorithm 2100 maintains regenerative chargingcurrents within limits that will not damage the battery, for example,below about 5.5 A of regeneration in certain embodiments. Since thebattery protection algorithm limits the quantity of power that can bedelivered back into the battery, the braking dissipation algorithmprovides another place to send braking power in lieu of the batterywithout the addition of another dissipative load such as a traditionalshunt resistor, thus allowing or causing more braking than wouldotherwise be allowed. This is effectuated by reducing motor current(used to control power) as needed to maintain the regeneration currentdirected to the battery in check. Also the braking torque is reduced, insome cases significantly, at higher speeds.

This speed dependence is because at higher speeds, the same amount ofbraking torque generates proportionally higher power levels. That is, atthe battery system 906, since voltage is essentially constant, higherregeneration power translates directly to higher current into thebattery system. Since current is limited, capacity for braking thus goesdown as speed goes up.

The electric motor 908 in embodiments may have windings with arelatively high resistance. One consequence of this is that during hardbraking, when the braking torque is high and thus the motor current ishigh, the power dissipated in the electric motor 908 is quite high, sothe motor absorbs significant braking energy. As the speed drops, thebraking power drops and the proportion of the braking power absorbed bythe motor increases until it reaches the point where the motor isabsorbing all of the braking power. At this point regeneration of powerback into the battery system 906 ceases and the available braking torqueis at a maximum. This threshold can be reached fairly quickly whenslowing down and can cause the braking experienced by the user to riseabruptly. This behavior is likely unexpected by the user and thus ispotentially undesirable.

In embodiments, the dynamic braking algorithm 2300 is activated bybackpedaling so the user can use just one method of control, i.e.,pedaling forward is a control that signals acceleration/assist whilepedaling backwards is a control that signals braking—in either case theuser need utilize only a single user input that is typical of thevehicle, i.e., pedaling in this example. The relative lack of desiredbraking at high speed, and the abrupt increase in braking at lowerspeeds is addressed such that the user mode of control, e.g. pedaling inthis example, is seamless. That is, the braking that this techniqueprovides at higher speeds also provides a partial solution to brakingabruptness problem when slowing down by narrowing the difference inbraking capability at high and low speeds.

In embodiments, the motor control system is field-oriented and controlsthe magnetic flux generated in the stator 911 as a vector that isprecisely aligned with the rotor 913 for generating maximum torque. Thisvector is controlled to rotate through the stator 911 in synchronizationwith the rotor 913 of the motor by segregating the applied currentvector into two orthogonal components. The quadrature component is thusat a right angle to the back-EMF vector generated by the motor, whilethe direct component is directly aligned with the back-EMF vector suchthat each of these components has a control system therefor.

The quadrature component produces torque, while the direct componentproduces no torque. Thus, for maximum efficiency, a control system iscommanded to maintain the direct component at zero (Id=0) while thequadrature component is controlled at the commanded current level(Iq=Icmd). If the control system were to allow the direct component togrow, the overall motor current would increase, but no additional torquewould be produced, and energy would be wasted in the resistance of thestator 911 windings.

Embodiments for braking set Iq=Id=Icmd. This locates the current vectorout of alignment with the back-EMF vector by 45 degrees. As Icmdincreases, both Iq and Id would increase and vice-versa. This has thebenefit of allowing higher overall Iq values than when holding Id tozero, because Id is dissipating at least some of the energy regeneratedby Iq, rather than it returning it all to the battery. If the motorcurrent is to be attenuated to protect the battery, motor, orelectronics, both are attenuated equally. It should be understood,however, that ratios of Id to Iq other than one may alternatively beprovided, with different ratios affecting the level of regenerationrelative to wasting of mechanical power, and such ratios may be varied,such as accounting for factors like vehicle speed, the level of storedenergy in the battery, sensed state (e.g., temperature) of motorcomponents, and others.

In one example, when the motor gets hot, such as while braking duringdownhill travel in hot weather, the motor may not have the capacity toaccept the added power and the supplied braking may fade. Damage to themotor is avoided by having the control systems limit the motor currentwhich is where the sensation of fading brakes originates. Inembodiments, this may prompt other actions, such as activatingsupplemental braking systems, prompting to the user via the mobiledevice to use manual braking, etc.

In embodiments, a directly connected electric motor is of the permanentmagnet type, such that the rotor rotates with the electrically motorizedwheel. When the motor drive applies a voltage higher than the generatedvoltage of the electric motor, the motor assists the user. The fasterthe electrically motorized wheel rotates, the higher the voltagegenerated. If the speed is high enough to generate a voltage that ishigher than an allowed voltage, the electrically motorized wheel is inan “over-speed” condition. The allowed voltage may be specified forsafety, hardware protection, and/or other reasons such as protectionfrom high-back EMF due to high wheel speeds. EMF is present, however,EMF may become a problem when wheel speed is high enough for it toexceed battery voltage.

An inherent function of the power bridge that drives the motor is fullwave rectification of the back-EMF voltage from the rotation of theelectrically motorized wheel onto the DC bus. Thus, it is possible forthe user to pedal the bicycle to speeds that can generate thisover-speed condition, especially downhill. In embodiments such as onesinvolving direct drive motors, the voltage that can be generated islimited only by how fast the vehicle is moving and thus has thepotential to damage embedded system electronics.

Electronic braking through regeneration can be used to facilitateautomatic control of maximum vehicle speed. However, the battery canonly absorb so much energy before its voltage reaches its maximum limitsuch that a battery protection algorithm may automatically protectitself by disconnecting the battery from the DC bus if the voltagereaches a predetermined value. True, power is related to current, but atlower battery voltages the power limit will be lower (P=1*V) while thecurrent limit is the same.

Further, even when the battery state of charge is low enough to acceptregeneration energy, the rate at which the battery can accept the energyis bounded by its charging current limit. At higher speeds, thischarging current limit may severely reduce the braking capability of theelectrically motorized wheel, making it more likely for the user toovercome any automatic speed regulation the electrically motorized wheelmay try to enforce, especially on a steep downhill. To address thiscondition, a warning may be provided to the user via the mobile device.

Reasonable speeds are allowed, and mitigation of potential damage to thehardware may be provided, such as by placement of a relay to isolate andprotect the power-electronics bridge and all other electronics connectedto the DC bus from the high voltage generated by back-EMF generated whenthe motor is mechanically driven to an over-speed condition.

In embodiments, diodes in the bridge 2310 operate as rectifiers if theback-EMF voltage exceeds the DC bus voltage (FIG. 23B). As motorover-speed increases, back-EMF potentially pushes the DC bus voltage touncontrolled levels. To avoid such an over-voltage condition, relaycontacts are opened based upon measured or estimated back-EMF appearingat motor terminals approaching the DC bus voltage. In one embodimentBack-Emf is estimated in accordance with:VEMF=Ke*SpdMot

Where:

VEMF is the terminal-to-terminal EMF voltage [V].

Ke is the motor back EMF constant [V/(rad/s)].

SpdMot is the motor speed [rad/s].

SI units are used here with voltages measured line-to-line (vs.line-to-neutral), and 0-to-peak of sine (vs. RMS). So the units on Vemfare [V], on SpdMot are [rad/s], and on Ke are [V/(rad/s)].

With reference to FIG. 23C, a method 2320 of motor over-speed protectionincludes:

Measuring SpdMot and Vbat (step 2322);

Estimating the VEMF as Ke*SpdMot (step 2324); and

Sensing if VEMF>=to Vbatt−VDisableMargin (step 2326).

If Yes, the Motor Drive is disabled (step 2328).

If No, sensing if VEMF>=to Vbatt−VrelayOpeningMargin (step 2330);

If Yes, the Motor relay contacts are opened (step 2332).

If No, determine if VEMF<=to Vbatt−VrelayCloseMargin (step 2334)

If Yes, close the motor relay contacts and enable the Motor Drive (step2336).

If No, END (step 2338).

That is, the motor relay contacts are opened as the estimated back EMFof the motor, based for example, on the back EMF constant and the speedof the motor, approaches the measured bus voltage which varies withbattery state of charge.

With reference to FIG. 23D, an example thermal model schematic for themotor utilize capacitors to represent heat-sinking characteristic of thevarious thermal generating components in the hub shell assembly. Theyare responsible for the fact that it takes some time for thesecomponents to heat up, thus allowing the wheel to have higherperformance until those thermal generating components are hot. Theresistors represent the paths for heat to spread inside of, thenultimately escape the hub shell assembly.

With reference to FIG. 23E, a thermal schematic for the electricallymotorized wheel includes four major heat sources: winding losses in themotor windings, rotational losses in the motor stator steel, losses inthe power electronic bridge of the motor drive, and losses in thebattery pack. The heat sources are ultimately communicated to the shaft924, thence to the bicycle frame along mechanical conductive thermalpaths. The bicycle frame thus ultimately operates as a heat sink ofsignificant volume.

With reference to FIG. 24A, a torque sensing algorithm 2400 may beprovided to measure different process parameters related to torque. Thetorque sensing algorithm 2400 may include non-contact sensor technologythat utilizes fundamental mechanical and magnetic properties of thematerial to measure different process parameters such as magnetoelasticmaterials. The process involves measuring changes in the properties ofremnant magnetic fields as the mechanical characteristics change, suchas shear stress, as external forces are applied onto the sensor host(step 2402).

The torque sensor 1204 may include highly sensitive fluxgate sensorslocated in close proximity to a magnetized member to sense the change inthe magnetic-field characteristics that are proportional to the appliedforce. The mechanical member may be directly magnetized instead ofattaching additional elements, such as a ring. The change in themagnetic-field characteristics are linear and repeatable within theelastic limit of the material, and are accurate under normal andextended operating conditions such that an applied force can be readilydetermined (step 2404).

For example, when the shaft is subjected to a mechanical stress, such astorque from pedaling, the magnetic susceptibility of the magnetoelasticmaterial changes and is detected by the surrounding sensor. The torquesensor 1204 produces a signal proportional to the torque applied by theuser then communicated to the control system 914.

With reference to FIG. 24B, a vertical load sensing algorithm 2450 maybe provided to measure different process parameters such as verticalload. The vertical load sensing algorithm 2450 may communicate with amagnetic field flux sensor measuring change in magnetic field (step2452) resulting from an initial mechanical stress applied such as, forexample, when the user mounts the bicycle. The change in magnetic fieldmay be generated by the shaft, shell, or other wheel componentmanufactured or including a magnetoelastic material that is deformedwhen a load is applied on electrically motorized wheel. The change inthe magnetic-field characteristics are linear and repeatable within theelastic limit of the material, and are accurate under normal andextended operating conditions such that an applied force can be readilydetermined (step 2454).

The measured vertical load may be used as a modifier by the controlalgorithms. For example, the measured vertical load may contribute tocalculations controlling for calories burned due to a weight of theuser, identification of a user to unlock the electrically motorizedwheel, etc.

In embodiments, various components of the shell, such as the drive sideshell 940, the non-drive side ring 942, the removable access door 944,and the like may include a magnetoelastic material. Alternately, a thincoating of magnetoelastic material may be applied to a component. Thecoating may be applied overall or in a directional pattern and invarious thicknesses. Magnetic flux sensors situated in close proximityto the magnetoelastic material enable the detection of changes in themagnetic flux created by the deformation of the component duringoperation. Insight into the deformation of a component, such as theshell, may be used to understand electrically motorized wheelenvironment and inform future design modifications.

With reference to FIG. 25A, a security algorithm 2500, may be providedfor security of the electrically motorized wheel until authentication isperformed in an exchange between a mobile device and the electricallymotorized wheel. This may be automatic once an initial authentication isperformed (step 2502). Initial authentication may be performed whenfirst connecting to the electrically motorized wheel to collect theserial number (step 2504).

Once the electrically motorized wheel is registered to the account andmobile device (step 2506), the electrically motorized wheel will searchfor registered mobile devices via a relatively short range wirelessconnection, for example, Bluetooth (BT) (step 2508). The electricallymotorized wheel may store previously authenticated mobile devices andreconnect to them automatically when within a predetermined proximity(step 2510). Alternatively, another key such as a wireless car key, orother key is utilized to unlock the electrically motorized wheel (step2512).

Alternatively, or in addition, a dongle plugs into the electricallymotorized wheel to unlock the electrically motorized wheel (step 2512).

When locked, the main control board 1450 can configure motor controllerto resist or prevent rotation of the electrically motorized wheel.Alternatively, the lock function could prevent the use of theelectrically motorized wheel to provide assist while letting the wheelspin freely. In one example, identification of the authenticated mobiledevice being within a predetermined proximity is sufficient to unlockthe electrically motorized wheel. Alternatively, or in addition, asecurity input (step 2514) to the mobile device, or directly to theelectrically motorized wheel such as entry of a code, entry of apassword, facial recognition, fingerprint scan, unlock plug, and othersmay be utilized to unlock the electrically motorized wheel.

The electrically motorized wheel may be triggered to lock (step 2516) bya combination of criteria, such as the electrically motorized wheel nolonger being connected to the mobile device, the mobile device beingbeyond a predetermined proximity from the vehicle, a user not beingseated on the vehicle, the electrically motorized wheel not moving for aprescribed time period, the vehicle not moving for a prescribed timeperiod, a timeout, etc. Further, the electrically motorized wheel may beselectively locked from the mobile device.

The electrically motorized wheel may receive input from various sensorsand other data sources for interface with the control system 1700. Thesupport and/or ports provided for additional sensors and other hardware(FIG. 14A) may be used to enhance user safety in a variety of ways suchas alerting the user to a danger, alerting other's to the user'spresence, enhancing user visibility and others. Data from one or moresensors may be transferred to the main control board and from there tothe user's mobile device or to a remote location. In some examples, datamay be sent to the user's mobile device and commands sent back to theelectrically motorized wheel in response. In some examples, data may besent to a server then commands sent back to the electrically motorizedwheel in response. In other examples, data may be processed directly atthe mobile device for the electrically motorized wheel. For example, aproximity sensor may send data to the user's mobile device causing themobile device to provide an alert to the user using one or more of anaudio alert, a visual alert, and a tactile alert. A tactile alert may bedelivered by providing commands to the electrically motorized wheel soas to cause a small perturbation in performance of the electricallymotorized wheel, such as a vibration, a change in speed, a change in theamount of assistance provided to a pedaling user, a change in resistanceand others, which may be felt by a user and understood as a signalindicating a change in performance or the approach to an operationallimit of the wheel, such as maximum motor temperature, or maximumregeneration current.

In embodiments, a proximity sensor may provide data regarding the user'slocation, such as via a traffic network, for alerting drivers of othervehicles (automobiles, trucks, buses, other electrically motorizedvehicles, or the like) of the user's presence. A proximity sensor may beGPS or other global location sensor (or set of sensors, such as used intriangulation to locations of infrastructure elements, such assatellites, cellular towers, or the like), a sensor or sensorsassociated with a network (e.g., a cellular, Bluetooth, NFS, or otherlocal wireless network), a sensor associated with a transportationinfrastructure (e.g., located at a road sign, traffic signal, crossing,or the like), a sensor associated with a mobile device (e.g., a cameraof a mobile device), or any other sensor that would provide data aboutthe location of vehicle enabled with an electrically motorized wheel.For example, the electrically motorized wheel may communicate directlywith other vehicles, (e.g., a cellular, Bluetooth, NFS, or otherwireless network) to form an ad hoc local traffic network (FIG. 14C)that provides relative positional information of the adjacent vehiclesto, for example, alert a vehicle to the presence and relative positionof the electrically motorized wheel. Alternatively, the electricallymotorized wheel may communicate globally with a local server (FIG. 14D),such as that located at an intersection, or a city wide server that thencommunicates with adjacent vehicles on the traffic net to providerelative positional information of the adjacent vehicles.

In another example, an illumination level sensor may provide data to anapplication that would cause the bicycle lights to turn on whenillumination falls below a set level. Alternatively a data source mayprovide daylight data based on geological clock, which may be associatedwith proximity data, such that the electrically motorized wheel sends asignal to turn on illumination when in use at night at the currentlocation of the electrically motorized wheel.

With reference to FIG. 25B, a remote diagnostics algorithm 2500, may beprovided for the electrically motorized wheel. The remote diagnosticsalgorithm 2500 operates to collect operational data from, for example,the various sensors in the sensory system of the electrically motorizedwheel (step 2552).

The operational data may include software and hardware version numbersas well as an application state of the electrically motorized wheel toinclude, but not be limited to, system initialization, sleeping,listening, stand by initiated, standing by, running initiated, running,locked, service mode, shutdown, default, boot loading, and others. Theoperational data may also include hazard indicators, both criticalhazard indicators, which require the cessation of assist functions, suchas motor overheated and transient hazard indicators, which allowcontinued use but with restricted performance, such as motor temperaturebeing close to a limit but not over it.

The operational data may include system response data such as areduction in motor assistance in response to a motor warm hazardindicator, regenerative braking turned off in response to the batterybeing full, results of a self test run in response to a torque sensorfault, and others. The operational data may also include any systemfault errors generated by the different subsystems such as battery,motor drive, sensors, communications, processing board, peripheral,system, and others. The operational data may further include sensor datathat is used for controlling the vehicle such as bicycle velocity, pedalspeed, cassette torque, cassette speed, and others.

The operational data may be communicated on a predetermined frequencybasis for analysis (step 2554). The data may be communicated eitherdirectly to a server via, for example, wireless or cellular technologysuch as 3G/4G, or to the connected mobile device via a wired connection,Bluetooth, or other wireless technologies. Data communicated to themobile device may then be sent directly to a server or stored on themobile device to be communicated to the server at a later time accordingto a set of rules that may include, for example, battery charge on themobile device, signal strength, the presence of a Wi-Fi connection, andothers. Data may also be stored locally on the wheel and sent to theserver at a later time, either automatically once a mobile deviceconnects to the wheel, or when connected to service tool through awireless or a wired connection port 218. Data sent to the server may beassociated with the specific wheel that generated the data. Thisassociation enables a service representative to view and analyze theoperational data when responding to a trouble call, thus facilitatingresolution of the issue (step 2556).

The operational data may be analyzed for internal consistency and errordetection. For example, if a positive torque is measured at the cassettebut there a negative speed measured at the cassette, there is a problemeither with the torque or speed measurement. This is because in abicycle with a freewheel positive torques cannot be sustained withnegative pedal speed.

In another example, data, such as cassette speed, may be checked forerrors using a variety of sensors such as the speed sensor, the torquefrequency measured at the cassette torque sensor. Because the pedalscannot spin faster than the measured wheel speed, if the pedal speedexceeds the motor speed there is a problem either with the cassette orwheel speed measurements.

Additionally, operational data may be collected for understanding thecontext of usage. For example, temperature data may be reviewed todetermine the temperature at which the batteries were charged anddischarged and/or accelerometer data may be used to sense crashes,falls, drops and others. The operational data may thus be used todetermine the occurrence of user actions and events outside the “normalwear and tear,” that might void the warranty (step 2558).

Extensive testing may be performed during manufacturing to verify therobustness of various components prior to final assembly. For example,the shell 1320 and the magnetic ring rotor 913 may be assembled thentorque applied to check for slippage of the magnetic ring rotor 913relative to the shell 1320 prior to full assembly. In another example,torque may be applied to the torque sensor until destruction. In anotherexample, accelerated life testing may be performed and may includeenvironmental and performance testing.

With reference to FIG. 26A, an electrically motorized wheel testingapparatus 2600 positions a drive wheel 2602 with a number of “bumps”fixed onto the circumference thereof into driving contact with theelectrically motorized wheel to be tested. The bumps may be removable orotherwise configurable to represent various road conditions.

The electrically motorized wheel to be tested rotates the drive wheel2602 and an outer cage 2604 protects personnel. The electricallymotorized wheel may be supplied with external power to run for extendedperiods. Alternatively, the drive wheel 2602 may be powered to drive theelectrically motorized wheel. As the drive wheel 2602 rotates, theelectrically motorized wheel is thus subjected to a “bumpy” road. Theelectrically motorized wheel testing apparatus 2600 thus provides acompact extended life test cell to facilitate testing.

The ability to alter the amount of assistance or resistance provided bythe electrically motorized wheel together with the reporting of datatherefrom supports the use of electrically motorized wheel in remoterehabilitation therapies. Rehabilitation from an injury or recovery froma surgery may involve a progressive increase in usage time, an increasein resistance weight, and others for the recovering body part. Forexample, rehabilitation of a knee may involve weight training with theweight increasing a given percentage per week or biking with thedistance increasing a given percentage a week.

With reference to FIG. 27A, a rehabilitation system 2700 is disclosed inwhich a rehabilitation provider may prescribe an exercise regime for apatient. The prescription may include a desired a level of exertion,resistance, torque, length of time, frequency and other factors using aprescription system 2702 on a computing device accessible to therehabilitation provider. The prescription may be communicated via aserver 2710 to a corresponding rehabilitation application 2704 residenton a patient's mobile device.

The rehabilitation application 2704 may be utilized to generate a custommode such that the control parameters sent to the patient's electricallymotorized wheel 2708 provides the prescribed assistance and resistanceto the user. Alternatively, the rehabilitation application 2704 maycalculate the appropriate assistance and resistance to effectuate theprescription. The rehabilitation application 2704 may additionallyencourage the patient to use the electrically motorized wheel for thedesired time and frequency.

The rehabilitation application 2704, together with the server 2710,provides compliance data and wheel performance data such as speed,distance, time, torque, energy used and others, to the prescriptionsystem 2702 where a rehabilitation provider may review patientcompliance relative to the prescription, actual torque provided bypatient, leg to leg non-uniformity of applied torque, and others. Thisdata may then be used to modify the patient prescription such asaltering the level of assistance and resistance, altering recommendtraining time, notifying the patient of unexpected results, and others.

In embodiments, the mobile device 1502 may be in communication with awearable sensor such as a heart rate monitor to selectively adjust theoperational mode of the wheel in response thereto. Such selection may beutilized in concert with a training mode to maintain a desired heartrate or in rehabilitation mode to assure the user's heart rate does notexceed a predetermined value.

In embodiments, the mobile device 1502 can be utilized to measure aforce on the user such as a force applied to a user's knees via one ormore sensors in communication therewith. The rehabilitation application2704 may then be utilized to provide compliance and goal related dataduring performance of the physical therapy program. This data may thenbe used to modify the patient prescription such as altering the level ofassistance and resistance, so that user may experience optimized levelsof assistance and resistance in essentially real time. A feedback loopis thus provided to control the level of assistance and resistance inbased on a training or rehabilitation regimen.

With reference to FIG. 28A, a training system 2800 is disclosed in whicha training application 2802 on a mobile device 2804 is in communicationwith an electrically motorized wheel 2808. The training application 2802permits the user to specify training goals such as a level of exertion,level of resistance, rate of Calorie expenditure, maximum heart rate,desired Calorie expenditure, percent increase over previous performance,fitness goals (e.g. complete the tour de France).

The training application 2802 may then convert the specified goals to acustom set of control parameters to be transmitted to the electricallymotorized wheel and provide the appropriate assistance and resistance tomeet the specified goals. The electrically motorized wheel may provideperformance data such as levels of assistance and resistance provided,total calories burned, rate of calories burned, torque applied by theuser and others to the training application 2802 for review by the useror a trainer.

Bicycle stands for stationary indoor training may be used with theelectrically motorized wheel, however, when the electrically motorizedwheel provides resistance for the user, electricity is generated. Suchgenerated electricity may be used to drive peripheral devices such as afan, power or charge mobile devices, and others. The power generated mayused to heat the room, stored to an external battery, or uploaded to theelectrical grid. Alternatively, the power generated may simply bedissipated via a resistor or other energy conversion device that forexample, plugs into the electrically motorized wheel when operated on abicycle stand.

In embodiments, the bicycle stands for stationary indoor training mayalso be particularly tailored to the electrically motorized wheel toprovide power output connections, docking for accessory devices,peripheral devices, battery charging stations, etc.

With respect to FIG. 29A, a fleet management system 2900 includes aplurality of electrically motorized wheels 2902 that may be incommunication with a server 2910 to receive data for interchange withone or more wheel databases 2912. The data received may include userdata such as user mode selections, user route selections andannotations, calories burned during current ride, time riding andothers. The plurality of electrically motorized wheels 2902 may belongto a common owner such as a delivery service, a multiple of wheel chairsin a hospital, or a multiple of shopping carts in a store. The datareceived may also include operating versions, wheel performance datasuch as speed over time, control parameters, available battery life,accelerations, motor assistance and others. The data received may alsoinclude environmental data such as elevation changes, ambienttemperature, humidity, and others.

A fleet management module 2904 may utilize the data in the electricallymotorized wheel databases 2912 to facilitate coordination of a fleetsuch as assuring that all vehicles in the fleet have the same softwareversion, have proper battery conditioning and maintenance performed,coordinating routing based on wheel location, meta-analysis of fleetdata and other aggregation and correlation of data such that issues withspecific electrically motorized wheels may be readily identified.

For example, data regarding current location, routes, available batterylife, motor assistance/resistance provided during current ride, Caloriesburned during current ride, user's average ride statistics such asspeed, and others might be used to determine new routings and selectionof users for new destinations being added.

In another example, data regarding wheel speed over time, accelerations,motor assistance and resistance provided, wheel sensor data, temperaturedata over different routes may be used to optimize future routes. In yetanother example, data such as speed over time, accelerations motorassistance and resistance, route, and others may be used as input whenevaluating overall user performance.

In still another example, the fleet management system 2900 may beutilized to confirm driver activity and metrics to facilitate payment,improved performance, route coordination, etc.

With reference to FIG. 30A, a server 3002 such as cloud-based server/APImay receive user data, wheel performance data, environmental data, andgeographic data, is in communication with a multiple electricallymotorized wheels 3008 to interchange data. The data may originate withthe electrically motorized wheel 3008 via the associated mobile device3010. The data may then be transmitted to the server 3002 from each ofthe electrically motorized wheels 3008. The data received may includeuser data such as user mode selections, user route selections,annotations, travelled routes, available battery mode over a trip, andinstantaneous battery life at a given location, energy supplied by theuser, time required to travel a route, average speed over route, andothers. The data received may also include wheel performance data suchas speed over time, control parameters, accelerations, motor assistanceand others. The data received may still further include location ofmobile device 3010.

A computer-based analysis module 3004 may access an electricallymotorized wheel database 3012 and analyze the combined wheel data frommultiple rides reported by an individual wheel to identify trends inthat user's health, fitness level, user preferences, and other suchdata. The computer-based analysis module 3004 may also analyze thecombined data from different users to identify patterns and sense trendsin public health and fitness levels, frequently used routes and others.

User annotations may alternatively or additionally be used to rate linksin the road network and facilitate identification of where to locate newbicycle paths. The data regarding the differences between location wherean electrically motorized wheel stopped and the final location may beused to optimize bicycle paths and bicycle parking.

Alternatively or in addition, aggregated data over common routes may beused for pothole detection, identification of road conditions/road type,whether a street is closed, average number of starts and stops on aroute, average energy consumed over links in the road network, elevationgains over links in the road network, and others. This data may be usedto optimize control algorithms along a particular route or recommendsafer routes to a user, as starts and stops may be indicative of energyconsumption and/or user safety. More frequent starts and stops mayincrease energy consumption. Also, starts and stops may be seen asindicative of intersections and a user's risk of injury typicallyincreases with each intersection.

Alternatively or in addition, aggregated data over may be used tofacilitate multi-player games such as geo-caching where the user visitsspecified geographic locations. The data collection system therebycollects data location and time such that users with access to thecomputer-based analysis module 3004 can compare locations visited.

The methods and systems described herein may be deployed in part or inwhole through a machine that executes computer software, program codes,and/or instructions on a processor. The processor may be part of aserver, application data server, client, network infrastructure, mobilecomputing platform, stationary computing platform, or other computingplatform. A processor may be any kind of computational or processingdevice capable of executing program instructions, codes, binaryinstructions and others. The processor may be or include a signalprocessor, digital processor, embedded processor, microprocessor or anyvariant such as a co-processor (math co-processor, graphic co-processor,communication co-processor and others) and others that may directly orindirectly facilitate execution of program code or program instructionsstored thereon. In addition, the processor may enable execution ofmultiple programs, threads, and codes. The threads may be executedsimultaneously to enhance the performance of the processor and tofacilitate simultaneous operations of the application. By way ofimplementation, methods, program codes, program instructions and othersdescribed herein may be implemented in one or more thread. The threadmay spawn other threads that may have assigned priorities associatedwith them; the processor may execute these threads based on priority orany other order based on instructions provided in the program code. Theprocessor may include memory that stores methods, codes, instructionsand programs as described herein and elsewhere. The processor may accessa storage medium through an interface that may store methods, codes, andinstructions as described herein and elsewhere. The storage mediumassociated with the processor for storing methods, programs, codes,program instructions or other type of instructions capable of beingexecuted by the computing or processing device may include but may notbe limited to one or more of a CD-ROM, DVD, memory, hard disk, flashdrive, RAM, ROM, cache and others.

A processor may include one or more cores that may enhance speed andperformance of a multiprocessor. In embodiments, the process may be adual core processor, quad core processors, other chip-levelmultiprocessor and others that combine two or more independent cores(called a die).

The methods and systems described herein may be deployed in part or inwhole through a machine that executes computer software on a server,application data server, client, firewall, gateway, hub, router, orother such computer and/or networking hardware. The software program maybe associated with a server that may include a file server, printserver, domain server, internet server, intranet server and othervariants such as secondary server, host server, distributed server andothers. The server may include one or more of memories, processors,computer readable media, storage media, ports (physical and virtual),communication devices, and interfaces capable of accessing otherservers, clients, machines, and devices through a wired or a wirelessmedium, and others. The server, as described herein and elsewhere mayexecute the methods, programs, or codes. In addition, other devicesrequired for execution of methods as described in this application maybe considered as a part of the infrastructure associated with theserver.

The server may provide an interface to other devices including, withoutlimitation, clients, other servers, printers, database servers, printservers, file servers, communication servers, distributed servers andothers. Additionally, this coupling and/or connection may facilitateremote execution of program across the network. The networking of someor all of these devices may facilitate parallel processing of a programor method at one or more location without deviating from the scope ofthe disclosure. In addition, any of the devices attached to the serverthrough an interface may include at least one storage medium capable ofstoring methods, programs, code and/or instructions. A centralrepository may provide program instructions to be executed on differentdevices. In this implementation, the remote repository may act as astorage medium for program code, instructions, and programs.

The software program may be associated with a client that may include afile client, print client, domain client, internet client, intranetclient and other variants such as secondary client, host client,distributed client and others. The client may include one or more ofmemories, processors, computer readable media, storage media, ports(physical and virtual), communication devices, and interfaces capable ofaccessing other clients, servers, machines, and devices through a wiredor a wireless medium, and others. The methods, programs or codes asdescribed herein and elsewhere may be executed by the client. Inaddition, other devices required for execution of methods as describedin this application may be considered as a part of the infrastructureassociated with the client.

The client may provide an interface to other devices including, withoutlimitation, servers, other clients, printers, database servers, printservers, file servers, communication servers, distributed servers andothers. Additionally, this coupling and/or connection may facilitateremote execution of program across the network. The networking of someor all of these devices may facilitate parallel processing of a programor method at one or more location without deviating from the scope ofthe disclosure. In addition, any of the devices attached to the clientthrough an interface may include at least one storage medium capable ofstoring methods, programs, applications, code and/or instructions. Acentral repository may provide program instructions to be executed ondifferent devices. In this implementation, the remote repository may actas a storage medium for program code, instructions, and programs.

The methods and systems described herein may be deployed in part or inwhole through network infrastructures. The network infrastructure mayinclude elements such as computing devices, servers, routers, hubs,firewalls, clients, personal computers, communication devices, routingdevices and other active and passive devices, modules and/or componentsas known in the art. The computing and/or non-computing device(s)associated with the network infrastructure may include, apart from othercomponents, a storage medium such as flash memory, buffer, stack, RAM,ROM and others. The processes, methods, program codes, instructionsdescribed herein and elsewhere may be executed by one or more of thenetwork infrastructural elements.

The methods, program codes, and instructions described herein andelsewhere may be implemented on a cellular network having multiplecells. The cellular network may either be frequency division multipleaccess (FDMA) network or code division multiple access (CDMA) network.The cellular network may include mobile devices, cell sites, basestations, repeaters, antennas, towers, and others. The cell network maybe a GSM, GPRS, 3G, EVDO, mesh, or other networks types.

The methods, programs codes, and instructions described herein andelsewhere may be implemented on or through mobile devices. The mobiledevices may include navigation devices, cell mobile devices, mobiledevices, mobile personal digital assistants, laptops, palmtops,netbooks, pagers, electronic books readers, music players and others.These devices may include, apart from other components, a storage mediumsuch as a flash memory, buffer, RAM, ROM and one or more computingdevices. The computing devices associated with mobile devices may beenabled to execute program codes, methods, and instructions storedthereon. Alternatively, the mobile devices may be configured to executeinstructions in collaboration with other devices. The mobile devices maycommunicate with base stations interfaced with servers and configured toexecute program codes. The mobile devices may communicate on apeer-to-peer network, mesh network, or other communications network. Theprogram code may be stored on the storage medium associated with theserver and executed by a computing device embedded within the server.The base station may include a computing device and a storage medium.The storage device may store program codes and instructions executed bythe computing devices associated with the base station.

The computer software, program codes, and/or instructions may be storedand/or accessed on machine readable media that may include: computercomponents, devices, and recording media that retain digital data usedfor computing for some interval of time; semiconductor storage known asrandom access memory (RAM); mass storage typically for more permanentstorage, such as optical discs, forms of magnetic storage like harddisks, tapes, drums, cards and other types; processor registers, cachememory, volatile memory, non-volatile memory; optical storage such asCD, DVD; removable media such as flash memory (e.g. USB sticks or keys),floppy disks, magnetic tape, paper tape, punch cards, standalone RAMdisks, Zip drives, removable mass storage, off-line, and others; othercomputer memory such as dynamic memory, static memory, read/writestorage, mutable storage, read only, random access, sequential access,location addressable, file addressable, content addressable, networkattached storage, storage area network, bar codes, magnetic ink, andothers.

The methods and systems described herein may transform physical and/oror intangible items from one state to another. The methods and systemsdescribed herein may also transform data representing physical and/orintangible items from one state to another, such as from usage data to anormalized usage dataset.

The elements described and depicted herein, including in flow charts andblock diagrams throughout the figures, imply logical boundaries betweenthe elements. However, according to software or hardware engineeringpractices, the depicted elements and the functions thereof may beimplemented on machines through computer executable media having aprocessor capable of executing program instructions stored thereon as amonolithic software structure, as standalone software modules, or asmodules that employ external routines, code, services, and so forth, orany combination of these, and all such implementations may be within thescope of the present disclosure. Examples of such machines may include,but may not be limited to, personal digital assistants, laptops,personal computers, mobile devices, other handheld computing devices,medical equipment, wired or wireless communication devices, transducers,chips, calculators, satellites, tablet PCs, electronic books, gadgets,electronic devices, devices having artificial intelligence, computingdevices, networking equipment, servers, routers and others. Furthermore,the elements depicted in the flow chart and block diagrams or any otherlogical component may be implemented on a machine capable of executingprogram instructions. Thus, while the foregoing drawings anddescriptions set forth functional aspects of the disclosed systems, noparticular arrangement of software for implementing these functionalaspects should be inferred from these descriptions unless explicitlystated or otherwise clear from the context. Similarly, it will beunderstood that the various steps identified and described above may bevaried, and that the order of steps may be operable to particularapplications of the techniques disclosed herein. All such variations andmodifications are intended to fall within the scope of this disclosure.As such, the depiction and/or description of an order for various stepsshould not be understood to require a particular order of execution forthose steps, unless required by a particular application, or explicitlystated or otherwise clear from the context.

The methods and/or processes described above, and steps thereof, may berealized in hardware, software or any combination of hardware andsoftware suitable for a particular application. The hardware may includea general purpose computer and/or dedicated computing device or specificcomputing device or particular aspect or component of a specificcomputing device. The processes may be realized in one or moremicroprocessors, microcontroller systems, embedded microcontrollersystems, programmable digital signal processors or other programmabledevice, along with internal and/or external memory. The processes mayalso, or instead, be embodied in an application specific integratedcircuit, a programmable gate array, programmable array logic, or anyother device or combination of devices that may be configured to processelectronic signals. It will further be understood that one or more ofthe processes may be realized as a computer executable code capable ofbeing executed on a machine-readable medium.

The computer executable code may be created using a structuredprogramming language such as C, an object oriented programming languagesuch as C++, or any other high-level or low-level programming language(including assembly languages, hardware description languages, anddatabase programming languages and technologies) that may be stored,compiled or interpreted to run on one of the above devices, as well asheterogeneous combinations of processors, processor architectures, orcombinations of different hardware and software, or any other machinecapable of executing program instructions.

Thus, in one aspect, each method described above and combinationsthereof may be embodied in computer executable code that, when executingon one or more computing devices, performs the steps thereof. In anotheraspect, the methods may be embodied in systems that perform the stepsthereof, and may be distributed across devices in a number of ways, orall of the functionality may be integrated into a dedicated, standalonedevice or other hardware. In another aspect, the means for performingthe steps associated with the processes described above may include anyof the hardware and/or software described above. All such permutationsand combinations are intended to fall within the scope of the presentdisclosure.

While the disclosure has been disclosed in connection with the otherembodiments shown and described in detail, various modifications andimprovements thereon will become readily apparent to those skilled inthe art. Accordingly, the spirit and scope of the present disclosure isnot to be limited by the foregoing examples, but is to be understood inthe broadest sense allowable by law.

All documents referenced herein are hereby incorporated by reference.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” “bottom”, “top”,and others are with reference to the normal operational attitude andshould not be considered otherwise limiting.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould also be understood that although a particular componentarrangement is disclosed in the illustrated embodiment, otherarrangements will benefit herefrom.

Although the different embodiments have specific illustrated components,the embodiments of this disclosure are not limited to those particularcombinations. It is possible to use some of the components or featuresfrom any of the embodiments in combination with features or componentsfrom any of the other embodiments.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various embodiments are disclosed herein, however,one of ordinary skill in the art would recognize that variousmodifications and variations in light of the above teachings will fallwithin the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed:
 1. A data management system for a fleet of motorizedhuman-powered vehicles, the data management system comprising: a serverin communication with each of a plurality of motorized human-poweredvehicles, the server operable to: receive data from each of themotorized human-powered vehicles, wherein the data from each of themotorized human-powered vehicles includes information about (i) anenvironment or road network around at least one of the motorizedhuman-powered vehicles measured by the at least one of the motorizedhuman-powered vehicles or (ii) a physical characteristic of a humanpowering the at least one of the motorized human-powered vehicles,wherein the information further includes terrain covered during acurrent excursion, elevation change during the current excursion,mileage covered during the current excursion, level of assistancealready provided during the current excursion, energy supplied by thehuman powering the vehicle during the current excursion, mode selectionsused during the current excursion, a route traveled during the currentexcursion, time of travelling the route, average speed over the route,wheel performance data, current location, remaining battery life for abattery used to power the motorized human-powered vehicles, or theterrain along a proposed route; and utilize the data to operate the atleast one of the motorized human-powered vehicles within the pluralityof motorized human-powered vehicles.
 2. The system as recited in claim1, wherein to operate the at least one of the motorized human-poweredvehicles includes creating or modifying the route for the at least oneof the motorized human-powered vehicles, wherein creating or modifyingthe route includes (i) consideration of the environment or road networkaround the at least one of the motorized human-powered vehicles (ii) thephysical characteristic of the human powering the at least one of themotorized human-powered vehicles or (iii) the terrain along the proposedroute.
 3. The system as recited in claim 1, wherein to operate the atleast one of the motorized human-powered vehicles includes creating ormodifying a schedule for the at least one of the motorized human-poweredvehicles in the fleet, wherein creating or modifying the scheduleincludes (i) consideration of the environment or road network around theat least one of the motorized human-powered vehicles (ii) the physicalcharacteristic of the human powering the at least one of the motorizedhuman-powered vehicles or (iii) the terrain along the proposed route. 4.The system as recited in claim 1, wherein to operate the at least one ofthe motorized human-powered vehicles includes estimating a travel timeby the at least one of the motorized human-powered vehicles, whereinestimating a delivery time includes consideration of (i) the environmentor road network around the at least one of the motorized human-poweredvehicles, (ii) the physical characteristic of the human powering the atleast one of the motorized human-powered vehicles or (iii) the terrainalong the proposed route.
 5. The system as recited in claim 1, whereinto operate the at least one of the motorized human-powered vehiclesincludes coordinating routes for each motorized human-powered vehicle inthe plurality of motorized human-powered vehicles, wherein coordinatingroutes includes (i) consideration of the environment or road networkaround each motorized human-powered vehicle in the plurality ofmotorized human-powered vehicles, (ii) the physical characteristic ofthe human powering each motorized human-powered vehicle in the pluralityof motorized human-powered vehicles, or (iii) the terrain along eachproposed route.
 6. The system as recited in claim 1, wherein to operatethe at least one of the motorized human-powered vehicles includescreating and modifying schedules for each motorized human-poweredvehicle in the plurality of motorized human-powered vehicles, whereincreating and modifying schedules includes (i) consideration of theenvironment or road network around each motorized human-powered vehiclein the plurality of motorized human-powered vehicles, (ii) the physicalcharacteristic of the human powering each motorized human-poweredvehicle in the plurality of motorized human-powered vehicles, or (iii)the terrain along each proposed route.
 7. The system as recited in claim1, wherein to operate the at least one of the motorized human-poweredvehicles includes estimating a travel time for each motorizedhuman-powered vehicle in the plurality of motorized human-poweredvehicles, wherein estimating a delivery time for each motorizedhuman-powered vehicle in the plurality of motorized human-poweredvehicles includes (i) consideration of the environment or road networkaround each vehicle in the plurality of motorized human-powered vehicles(ii) the physical characteristic of the human powering each motorizedhuman-powered vehicle in the plurality of motorized human-poweredvehicles, or (iii) the terrain along each proposed route.
 8. The systemas recited in claim 1, further comprising analyzing the data from eachof the plurality of motorized human-powered vehicles within theplurality of motorized human-powered vehicles, wherein analyzing datafrom each of the plurality of motorized human-powered vehicles withinthe plurality of motorized human-powered vehicles includes analyzing afitness level of the human powering each motorized human-powered vehiclewithin the plurality of motorized human-powered vehicles, the terraincovered during each excursion of a motorized human-powered vehiclewithin the plurality of motorized human-powered vehicles, elevationchange of each motorized human-powered vehicle within the plurality ofmotorized human-powered vehicles, a level of assistance provided by eachmotorized human-powered vehicle within the plurality of motorizedhuman-powered vehicle, a current location of each motorizedhuman-powered vehicle within the plurality of motorized human-poweredvehicles, the terrain traveled by each motorized human-powered vehiclewithin the plurality of motorized human-powered vehicles, trends inhealth of each human powering each motorized human-powered vehiclewithin the plurality of motorized human-powered vehicles, preferences ofeach human powering each vehicle within the plurality of motorizedhuman-powered vehicles, average speed of each vehicle within theplurality of motorized human-powered vehicles, or wheel performance datafor each motorized human-powered vehicle within the plurality ofmotorized human-powered vehicles.
 9. The system as recited in claim 1,wherein the physical characteristic of the human powering the at leastone motorized human-powered vehicle comprises current physicalcapability, temporal trends in physical capabilities, fitness level,force applied to the at least one motorized human-powered vehicle by thehuman powering the at least one motorized human-powered vehicle,calories expended in a current excursion of the at least one motorizedhuman-powered vehicle, average riding speed of the at least onemotorized human-powered vehicle, heart rate, or steadiness of the atleast one motorized human-powered vehicle.
 10. The system as recited inclaim 1, further comprising analyzing the data from each of theplurality of motorized human-powered vehicles within the plurality ofmotorized human-powered vehicles, wherein analyzing data from each ofthe motorized human-powered vehicles within the plurality of motorizedhuman-powered vehicles includes one or more of identifying trends in ahealth of each human powering the at least one of the motorizedhuman-powered vehicles, trends in a fitness level of each human poweringthe at least one of the motorized human-powered vehicles, trends in apreference of each human powering the at least one of the motorizedhuman-powered vehicles, an average speed for each motorizedhuman-powered vehicles, an average speed for humans powering respectivemotorized human-powered vehicles of the plurality of motorized vehiclesalong a same route.